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NONRESIDENTTRAININGCOURSE

Naval Safety Supervisor

NAVEDTRA 14167

Notice: NETPDTC is no longer responsible for the content accuracy of the NRTCs. For content issues, contact the servicing Center of Excellence: Center for Naval Engineering (CNE); (757) 444-5332, Ext. 3076 or DSN: 564-5332, Ext. 3076.

PREFACE

About this course:

This is a self-study course. By studying this course, you can improve your professional/military knowledge,as well as prepare for the Navywide advancement-in-rate examination. It contains subject matter about day-to-day occupational knowledge and skill requirements and includes text, tables, and illustrations to help youunderstand the information. An additional important feature of this course is its references to usefulinformation to be found in other publications. The well-prepared Sailor will take the time to look up theadditional information.

History of the course:

Jun 1993: Original edition released. Authored by LDCR Charlene D. Brassington,CWO Denise A. Denzin, and DSC Efrain C. Espiritu.Jul 2003: Administrative update released. Reviewed by ETC Mark Sanschargrin andMMC(SW/AW) Jay Yedrysek. Errata entered. No change in technical content.

NAVSUP Logistics Tracking Number0504-LP-026-8210

TABLE OF CONTENTS

CHAPTER PAGE

1. Development of the Navy Safety Program ............................................................ 1-1

2. Safety Program Promotion and Attitudes............................................................... 2-1

3. Mishap Causes, Prevention, and Hazard Abatement ............................................. 3-1

4. Mishap Investigation Fundamentals....................................................................... 4-1

5. Navy Occupational Safety and Health Program Fundamentals ............................. 5-1

6. Shore Safety ........................................................................................................... 6-1

7. Afloat Safety .......................................................................................................... 7-1

8. Naval Aviation Safety ............................................................................................ 8-1

9. Explosives Safety ................................................................................................... 9-1

10. Traffic Safety ......................................................................................................... 10-1

11. Recreation, Athletics, and Home Safety ................................................................ 11-1

APPENDIX

I. References Used to Develop this NRTC................................................................ AI-1

INDEX.........................................................................................................................................INDEX-1

ASSIGNMENT QUESTIONS follow Index.

CHAPTER 1

DEVELOPMENT OF THE NAVYSAFETY PROGRAM

We designed this training manual to help acquaintyou with the Navy's safety and occupational healthprograms, their setup, management, and supervision. Inaddition to the Navy Occupational Safety and Health(NAVOSH) Program, we will discuss the Shore SafetyProgram, the Afloat Safety Program, the AviationSafety Program, and your duties as a naval safetysupervisor. We have provided the appropriatereferences for specific safety standards throughout thismanual and various safety terms and acronyms. Youwill also find information on the following programelements:

Safety program promotion and attitudes

Mishap causes and prevention

Mishap investigation and reporting

Safety program evaluation

NAVOSH Program elements

Traffic safety

Explosives safety

Athletic, recreation, and home safety programs

In this chapter, we cover the history and develop-ment of the Navy Occupational Safety and HealthProgram and its current organization. We also describethe role of safety supervisors, their responsibilities, andthe criteria for their selection as safety supervisors.

HISTORY OF NAVY SAFETY PROGRAM

As your employer, the Navy is obligated by law toprovide you with a safe and healthy work environment.Shipboard life, shipyard industrial activities, andaviation maintenance areas, especially, are inherentlydangerous. We must keep our crew members, as well ascivilian workers, healthy and ready to perform theirmissions.

The Navy has conducted safety and occupationalhealth programs for many years. Historically, generaland off-duty safety has been an element of the overall

Navy safety program managed by Navy line functions.The Bureau of Medicine and Surgery (BUMED)conducts the occupational health program element.

The following is a brief listing of the milestones inthe Navy's safety program:

1917 Safety engineers were assigned to eachnaval shipyard.

1922 Safety programs for civilian employeeswere introduced at all naval activities.

1929 Enlisted personnel on shore duty wereincluded in safety programs.

1947 The Navy Department Safety Council wasorganized under the Director of Safety ofthe Office of Industrial Relations (OIR).Its original mission was to coordinatesafety procedures and to providecommunications between the bureausafety engineers and the technical staff ofthe OIR safety branch. In 1967, thecouncil's mission was expanded toinclude the development and maintenanceof the U.S. Navy Safety PrecautionsManual, OPNAV 34P1.

1951 The transition from propeller to jet air-craft helped the Secretary of the Navy(SECNAV) to establish the NavalAviation Safety Council. In 1955 thename was changed to the Naval AviationSafety Center.

1963 The Navy was shaken by the sudden lossof the USS Thresher (SSN-593), in which129 sailors were lost. The Navy conveneda court of inquiry to examine thecircumstances leading up to andsurrounding the incident. The court'sfindings resulted in the creation of theSubmarine Safety Program (SUBSAFE).

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1963-Cont. Its purpose was to impose high standardsof quality control on submarineconstruction and operations. In 1964 theChief of Naval Operations (CNO)established the Submarine Safety Centerat the submarine base in New London,Connecticut, to examine and coordinateall matters of submarine safety.

1966-1967 SECNAV tasked CNO with reviewing theentire Navy Safety Program after a seriesof fires, collisions, and other mishapsinvolving surface ships resulted in morethan 200 deaths and $100 million indamages. On 3 May 1968, as a result ofthe CNO's findings, SECNAV establishedthe Naval Safety Center.

1970 The Occupational Safety and Health Act(OSHA) of 1970 became law.

1973 The Commander, Naval Safety Center,was designated as the CNO's SafetyCoordinator (N09F), reporting directly tothe Vice Chief of Naval Operations. Thisdesignation made the Naval SafetyCenter's mission more specific andall-encompassing.

1983 The first Navy Occupational Safety andHealth (NAVOSH) Program Manual,OPNAVINST 5100.23F, was imple-mented.

Safety programs gained special prominence afterpassage of the Occupational Safety and Health Act on31 December 1970. The primary thrust of the act wasdirected at the private-sector employer. However,section 19 of the act and several later Executive ordersdirected federal agencies to set up and maintaincomprehensive and effective occupational safety andhealth programs.

On 26 July 1971, Executive Order (EO) 11612, theOccupational Safety and Health Programs for FederalEmployees, was signed. This EO stated that the federalgovernment, as the nation's largest employer, has aspecial obligation to set an example for safe andhealthful employment. In that regard, the head of eachfederal department and agency was directed to establishan occupational safety and health program.

Over the next 3 years, federal agencies made onlymoderate progress. Congress received considerablecriticism for a perceived double standard inoccupational safety and health requirements betweenthe private sector and federal agencies. As a result, EO11807 replaced EO 11612 in 1974.

This new order more clearly defined the scope,requirements, and responsibilities of federal agencyprograms. In addition, EO 11807 tasked the Secretaryof Labor to issue guidelines designed to help federalagencies in establishing their programs. These"guidelines" were issued on 9 October 1974 as Title 29,Code of Federal Regulations, Part 1960 (29 CFR 1960),Safety and Health Provisions for Federal Employees.

Some critics were still not satisfied by the actionsdescribed above. Several federal agencies questionedthe regulatory authority of the Department of the Laborguidelines (29 CFR 1960). On 26 February 1980, EO12196, Occupational Safety and Health programs forFederal Employees, superseded EO 11807. In addition,the Department of Labor guidelines (29 CFR 1960)were revised on 21 October 1980. They were reissuedas Basic Program Elements for Federal EmployeeOccupational Safety and Health Programs.

During the past 10 years, the Department of Defense(DOD) has issued many directives and instructions tocarry out the federal guidance outlined in the aboveparagraphs. Prominent among those directives andinstructions is the Safety and Occupational HealthPolicy for the Department of Defense, DOD Directive1000.3. This directive outlines general DOD policy andprocedures for carrying out the Occupational Safety andHealth Act and its associated Executive order. Anotherprominent instruction is DOD Instruction 6055.1,Department of Defense Occupational Safety andHealth Program. This instruction provides the guidanceneeded to carry out the basic occupational safety andhealth program elements specified in 29 CFR. It alsoprovides for variances in equipment standards that areunique to the military.

DOD Directive 1000.3 designates the AssistantSecretary of the Navy (Installations and Environment)as the safety and occupational health official for theDepartment of the Navy. He or she establishes,maintains, and modifies safety and occupational healthprograms. These programs carry out the requirementsof DOD policy issuances and provide protection for bothcivilian employees and military personnel.

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SECNAVINST 5100.10H, Department of the NavyPolicy for Safety, Mishap Prevention and OccupationalHealth Programs, delegates the authority for theoperational aspects of the NAVOSH Program to theChief of Naval Operations (CNO). The CNO'sresponsibility includes issuing directives to enactprogram policies and defining specific safety standardsand criteria.

SAFETY POLICY

The Navy's policy is to enhance operationalreadiness and mission accomplishment by establishingan aggressive occupational safety and health program.This program reduces occupational injuries, illnesses ordeaths, and material loss or damage. It also maintainssafe and healthy working conditions for personnel. Theprogram addresses the elimination or control of hazardsthat can result in injury or death. The occupational healthaspects concern the effects of long-term exposures totoxic chemicals and harmful physical agents (forexample, noise, heat, and radiation). The occupationalhealth aspects involve the monitoring and treatment ofwork-related injuries and illnesses as well.

Each safety program, whether it concerns safetyafloat, ashore, or in aviation, uses the chain of commandto carry out the program. Safety programs apply to allmilitary and civilian personnel (including off-dutymilitary personnel). In addition to personnel, theprogram also applies to material afloat and ashore, onand off naval installations. The program requires Navydependents and all other civilian personnel whileembarked in naval ships or aircraft or while on navalshore installations to follow program directives.

The CNO is responsible for implementing the safetyand occupational health programs. The largest of theseprograms is the NAVOSH Program. The NAVOSHProgram addresses the maintenance of safe and health-ful conditions in the workplace or the occupationalenvironment. It applies to all Navy civilian and militarypersonnel and operations ashore or afloat.OPNAVINST 5100.23F, Navy Occupational Safetyand Health (NAVOSH) Program Manual, is the basicNAVOSH document used to carry out the program. Itrefers to both afloat and shore commands. However,many unique and specific situations are associated withforces afloat as well as the aviation community. For thatreason, the NAVOSH information for forces afloat wasseparated into the Navy Occupational Safety and Health

SAFETY IN TODAY'S MODERN NAVY

—OPNAVINST 3120.32C,StandardOrganization and Regulationsof the U.S. Navy

Before we go any further, let us define some termsyou will see throughout this chapter and book. Wedefine safety as freedom from danger, risk, or injury.An unplanned event or a series of events that results ininjury, death, or material damage is a mishap. A hazardis an unsafe or a dangerous condition that may existbefore a mishap occurs. We measure a hazard accordingto its severity and probability of creating a mishap.

The overall objective of the NAVOSH Program ismishap prevention. If a mishap occurs, we provide forinvestigation of that mishap to prevent recurrence.Mishap prevention involves identifying a hazard;evaluating the hazard; and correcting, controlling, oreliminating that hazard. Training is a critical element ofmishap prevention. Safety supervisors play a criticalrole in mishap prevention and hazard awareness andidentification.

Most mishaps are preventable. However, throughignorance or misunderstanding, many people have thecommon belief that mishaps are the inevitable result ofunchangeable circumstances or fate. That belief isuntrue because it fails to consider the basic law of "causeand effect" to which mishaps are subject. Thus, mishapsdo not occur without a cause. Few mishaps are the resultof material failure or malfunction; most mishaps are thedirect result of some deviation from prescribed safe

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OPNAVINST 5100.19D for specific safety standards.OPNAVINST 3750.6R, The Naval Aviation SafetyProgram, is the reference for safety within the aviationcommunity. These instructions are discussed in laterchapters.

(NAVOSH) Program Manual for Forces Afloat,OPNAVINST 5100.19D, and directs forces afloat to use

OBJECTIVE. The objective of the safety program is to enhance operational readiness and mission accomplishment by establishing aggressive safety and occupational health pro-grams that will reduce injuries, illness, or deathand material losses or damage and maintain safe and healthy working conditions for Navy civilian and military personnel.

Figure 1-1.—Human error mishap statistics.

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Figure 1-1.—Human error mishap statistics—Continued.

operating procedures. Human error is cited as the mostfrequent cause of Navy mishaps (fig. 1-1).

How do we keep personnel and working conditionsas safe as possible? We include safety rules in oureveryday workplace. One purpose of safety rules is toremind people of the inherent dangers of their work.Your job as a safety supervisor will require you toidentify hazards and apply appropriate or requiredsafety rules. Training personnel to observe safetyprecautions helps them avoid preventable mishaps,maintain a safe work environment, and conductmishap-free operations. Operating procedures and workmethods that include mishap prevention keep personnelfrom being needlessly exposed to injury or occupationalhealth hazards. An effective safety program depends onworker cooperation and supervisor involvement.

THE NAVAL SAFETY CENTER

The Navy recognized the need for centralizedmanagement of all safety efforts many years ago. Asingle command to deal with all Navy safety ashore andafloat evolved from the original Naval Aviation SafetyCenter. With the passage of the Occupational Safety andHealth Act (OSHA) in 1970, increased emphasis onshore and shipboard safety demanded expansion andincreased awareness.

Commander, Naval Safety Center (COMNAV-SAFECEN), advises and assists the CNO in promoting,monitoring, and evaluating the Department of the Navysafety program. The commander advises and assists theCNO in determining safety program goals and policies.COMNAVSAFECEN also has the responsibility of

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347.1Figure 1-2.—Naval Safety Center building.

developing procedural guides and preparingdirectives to support and achieve program goals andpolicies.

RESPONSIBILITIES OF THE NAVALSAFETY CENTER

The Naval Safety Center (fig. 1-2), located inNorfolk, Virginia, provides staff support to the CNOin executing the Navy safety program. The SafetyCenter also provides staff support to the DeputyChief of Naval Operations (Logistics), N4. The staffsupport helps N4 carry out its overall Navy safetyand occupational health coordination responsibilities.The Safety Center supports the Naval InspectorGeneral and the President of the Board of Inspectionand Survey.

As directed, the Naval Safety Center assists N4 inpreparing and maintaining basic safety programmanuals. The Safety Center does not issue Navywidesafety directives. However, when requested, the staffhelps the appropriate offices, commands, or agenciesprepare general or specific safety-related operatinginstructions. It also conducts safety surveys of thenaval operating forces and shore commands asrequested by the CNO.

Other functions performed by the Naval SafetyCenter include:

1. Maintaining liaison with naval commandbureaus, and offices to ensure knowledge offactors adversely affecting safety and torecommend remedial action

2. Maintaining liaison with other governmentagencies and private organizations engaged inhazard awareness

3. Maintaining a library of research, technicaldevelopment, and survival information

4. Maintaining and evaluating mishap, occupa-tional illness, and hazard reports; and publishingstatistical data on mishaps

5. Providing mishap statistical research servicesand conducting special analytical studies on navalmishap data

6. Identifying human factors, inadequatemaintenance techniques, deficiencies in design,insufficiency of technical publications, andshortage of repair parts and equipage

7. Developing and reviewing procedures andstandards for conducting mishap investiga-tions; assisting in investigations of significant mishaps involving naval aircraft, ships, andsubmarines; taking part, as requested, in

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8.

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11.

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16.

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significant, nonaircraft mishap investigationsoccurring ashore

Representing or sponsoring conferences,symposia, seminars, and work and studygroups to further the Department of the Navymishap prevention programs

Promoting interest in mishap preventionthrough hazard awareness

Taking part in all aspects of Navy safetyeducation and training

Providing, when directed, membership onreview boards and advisory councils such asthe Naval Aviation Training and Operations(NATOPS) Advisory Council and the CNOAmmunition and Hazardous Materials ReviewBoard (AMHAZ)

Developing and providing a Motor VehicleMishap Prevention Program directed to Navypersonnel on and off duty and all on-dutycivilian personnel who use government orprivately owned vehicles; developing trafficsafety training courses

Managing the Individual Flight ActivityReporting System (IFARS) and maintainingflight time data for all aeronauticallydesignated naval officers

Developing and administering safety awardprograms and recommending final selection ofwinning units

Reviewing and evaluating selected systemsafety engineering requirements on newsystems or major systems changes

Maintaining a recognized data repositorycovering each dive made by U.S. Navy diversand providing information based upon analysisof this data; conducting divers' safety surveysand inspections, and publishing informationconcerning diving safety to forces afloat

Making appropriate and timely recom-mendations to the Chief of Naval Operations,Commandant of the Marine Corps, or othersubordinate commands on remedial actionsrequired in the interest of readiness throughsafety

Unless otherwise directed, the Safety Center'sresponsibilities do not include safety related to nuclearpropulsion and nuclear weapons.

The Naval Safety Center receives and analyzesall mishap and injury reports submitted by aviation,ship, submarine, and shore commands. The staffindexes this information by phase of operation,material failure, personnel action, or cause factors.It then incorporates the information into themechanized data bank, through which it canretrieve the mishap and injury records of anyspecific incident. In that way, the Naval SafetyCenter can monitor mishap trends and pinpointareas requiring corrective action. Additionally, theNaval Safety Center maintains operational orexposure data such as the Individual Flight ActivityReport and the Diving Log. It uses data from thosedocuments with mishap data to determine thesignificance of factors involved in mishaps.

The Naval Safety Center conducts safety surveysupon the request of a unit's commanding officer. Thepurpose of each survey is to identify and analyzehazards and potential mishap situations to determinepreventive action. The Naval Safety Center providesa team of officers and chief petty officers to conductsurveys. These personnel are experts in their fields,and most have been associated with mishapprevention for several years. The survey is informal.Only the commanding officer of the unit involved, andnot superiors in the unit's chain of command, receivesthe survey results. The Naval Safety Center enters theresults into its data base to help analyze and predictpotential mishap areas. It also conducts safety surveysof high risk courses at training commands.

The Naval Safety Center also guides theincorporation of mishap prevention "lessons learned"with new construction and conversion for shipboardimprovement and system safety. The center uses thesafety recommendation (SAFEREC) system, shipsafety information data base, and mishap and injuryreports. In addition, it uses casualty reports(CASREPs) and maintenance data system (MDS)reports submitted according to the 3-M system. Thecenter uses these data to recommend improvements inshipboard and system safety.

SAFETY PERIODICALS PUBLISHED BYTHE NAVAL SAFETY CENTER

The Naval Safety Center advises and informs theoperating forces, shore commands, and other

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Figure 1-3.—Naval Safety Center publications.

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commanders on mishap prevention through thefollowing periodicals (fig. 1-3):

Approach, the Naval Aviation Safety Review, ispublished monthly for the professional benefit of alllevels of naval aviation. It contains articles,commentaries, and short features about mishapprevention as well as articles about flight operations.

Fathom, the Afloat Safety Review, is publishedevery other month for the professional benefit of allhands. It presents the most accurate informationavailable on surface ship and submarine mishapprevention.

Mech, the Naval Aviation Maintenance SafetyReview, is published bimonthly for the naval aviationmaintenance community.

Safetyline, the Naval Safety Journal, presentsinformation available on various shore safety subjects.These subjects include environmental and occupationalsafety, hazardous material, recreation, athletics, homesafety, motor vehicle safety, ordnance safety, andoccupational health. Safetyline is published six times ayear.

Ships Safety Bulletin contains articles on shipboardsafety problems, trends, mishap briefs, and statistics.Although it is published monthly, it is occasionallypublished as a special issue on one topic.

FLASH contains factual lines about submarinehazards. It is a monthly, mishap-prevention bulletin thatprovides a summary of research from selected reportsof submarine hazards. It gives advance coverage ofsafety-related information.

Aviation Safety Bi-Weekly Summary of aircraftmishaps provides aviation mishap briefs, statistics,discussions, and safety tips. The Naval Safety Centersends this message summary every other week.

Diving Safety Lines is a mishap-preventionpublication that provides a quarterly summary ofresearch from selected reports of diving hazards.

The Naval Safety Center also sends out a biweeklymessage summary of mishaps. This summary can bepublished in the Plan of the Day, issued as generalinformation, or used as training material.

OTHER PUBLICATIONS PUBLISHED BYTHE NAVAL SAFETY CENTER

In addition to the periodicals listed above, the NavalSafety Center also publishes the following materials:

Posters concerning the drive-safe program andgeneral, aviation, submarine, and surface shipsafety

Stickers informing people of foreign objectdamage (FOD), tower signals, and other topics

Safety inspection checklists

Naval Safety Center advisories

Summaries of mishaps

Safety program management guides

Safety equipment shopping guides

Mishap investigation handbooks

Additionally, higher authority distributesinformation to the operating forces through otherpublications and periodicals.

SAFETY CHAIN OF COMMAND

The Chief of Naval Operations (EnvironmentalProtection, Safety, and Occupational Health Division),N45, sets policy and establishes safety standards for theNAVOSH Program. N45 carries out the policies of theNAVOSH Program Manual, OPNAVINST 5100.23F,and NAVOSH Program Manual for Forces Afloat,OPNAVINST 5100.19D. N45 maintains close liaisonwith other agencies within the Office of the Chief ofNaval Operations (OPNAV) to provide safety andoccupational health standards for surface ships,submarines, and aviation commands.

OPNAVINST 5100.23F specifies the proper chainof command and responsibilities for the NAVOSHprogram. Ashore and afloat, all activities, commands,commanders, commanding officers, and officers incharge must carry out an effective safety andoccupational health program. Administrativeresponsibility for safety extends from SECNAV to CNOto Commander in Chie f , At lant ic F leet(CINCLANTFLT) and Commander in Chief, PacificFleet (CINCPACFLT) for shore and afloat commands.

The CNO provides primary support for theNAVOSH Program. The various systems commands,the Naval Safety Center, Chief of Naval Education andTraining, and the Navy's Inspector General providespecified support. Type commanders and afloat groupand squadron commanders ensure their subordinateunits carry out an effective safety and occupationalhealth program.

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Figure 1-4.—Typical afloat safety organization.

RESPONSIBILITIES FOR THE LOCALSAFETY PROGRAM

The chain of command manages the local safetyprogram, since that is a command responsibility. Eachcommand level and supervisory level hasresponsibilities for supervising both routine andspecialized tasks.

The commander, commanding officer, or officer incharge has ultimate responsibility for safety matterswithin his or her unit. He or she appoints a safety officeror safety manager to help carry out day-to-daysafety-related activities. The duty of the safety officeror safety manager is to make sure all personnelunderstand and strictly enforce all prescribed safetyprecautions.

Afloat, the safety organization extends from thecommanding officer down to the most junior sailor.Each department and division on board ship has safetyprogram responsibilities. Ashore, although bases andtenant commands are staffed with military or civiliansafety professionals, the safety organization includesevery worker.

AFLOAT SAFETY ORGANIZATION

U.S. Navy Regulations charges commandingofficers with absolute responsibility for the safety,well-being, and efficiency of their commands. Thesurface ship or submarine safety officer reports directlyto the commanding officer on safety matters. The safetyofficer reports to the executive officer aboutadministrative matters. The safety officer assignmentmay be a primary or collateral duty, depending on thetype of ship and its size.

The commanding officer assigns a collateral dutysafety officer on all submarines and surface ships witha crew of less than 500 personnel. All aircraft carriers;amphibious assault ships—general purpose (LHA),multipurpose (LHD), and helicopter (LPH); and fastcombat support ships (AOEs) assign a line officer as theprimary duty safety officer. Repair ships (ARs),destroyer tenders (ADs), and submarine tenders (AS)assign an industrial hygiene officer as the primary dutysafety officer. Aircraft carriers—both multipurpose(CVs) and nuclear propulsion (CVNs)—assign anindustrial hygiene officer as the assistant safety officer.Readiness groups and squadrons serve in a primary dutybillet as the staff safety officer.

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Whether a safety officer assignment is a primary orcollateral duty, it should not be taken lightly. Theassigned safety officer should be of department-headstatus and have the seniority to get the job done. Safetypetty officers assigned to assist the safety officer mustbe E-5 or above. Figure 1-4 shows a typical afloat safetyorganization.

The safety officer, guided by the commandingofficer, formulates and manages a safety program. Theguidelines stated in OPNAVINST 5100.21B andOPNAVINST 5100.19D are the basis for the program.The safety officer checks the crew's activities andprovides the coordination for keeping the programviable and visible to all hands.

The chain of command, which includes departmentand division safety officers, division safety pettyofficers, the master-at-arms (MAA) force, and themedical department, monitors the safety program. Itinforms the commanding officer of the command'sprogress in reaching mishap prevention goals and of thesafety program's effectiveness. For example, under theguidance of the safety officer, safety organizationpersonnel accomplish the following:

Monitor mishap prevention standards byinvestigating all mishaps and near mishaps

Evaluate the effectiveness of the safety programby analyzing internal and external reportsincluding CASREPSs; binnacle lists; safetyrelated messages; mishap and near mishapinvestigations; and various surveys, inspections,and zone inspections

Coordinate distribution of safety informationincluding lessons learned from official andnonofficial sources

Coordinate shipboard training in general mishapprevention, especially for newly reportedpersonnel

Ensure commands prepare and submitoccupational injury and illness reports toNAVSAFECEN based on OPNAVINST5100.21B

Perform trend analysis of injury and illness data

Follow-up on reports of unsafe and unhealthfulconditions as specified in OPNAVINST5100.19D

Track corrective action on safety and health items

Maintain liaison with other commands andNAVSAFECEN in matters of mishap prevention

Coordinate traffic and motor vehicle safetytraining

Coordinate recreational and off-duty safetytraining

The commanding officer ensures personnel areinstructed and drilled in applicable safety precautionsand requires the posting of adequate warning signs indangerous areas. He or she then establishes a force tosee that the precautions are being observed.

The Safety Officer

The safety officer is assigned administratively to theexecutive officer. However, the safety officer has directaccess to the commanding officer in matters of safety.Normally, the safety officer has department-head statusand seniority and is responsible for carrying out acomprehensive safety program. Objectives establishedby the commanding officer serve as the basis for thisprogram. OPNAVINST 5100.19D and OPNAVINST5100.21B outline the duties and responsibilities of thesafety officer. The safety officer's responsibilitiesinclude the following:

Acting as the principal advisor to thecommanding officer on shipboard safety matters

Promoting maximum cooperation in safetymatters at all levels

Ensuring wide distribution of safety information

Monitoring the submission of required safetyreports to ensure accuracy and timeliness

Maintaining appropriate safety records andstatistics

Ensuring the program is evaluated and monitored

Participating in mishap investigations andprotecting mishap site evidence for mishapinvestigation boards

Serving as the senior member of the EnlistedSafety Committee

Serving as recorder for the Safety Council

The safety officer works with all department headsand division safety officers and petty officers in carryingout the safety program in their areas.

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Department Heads

The department head is the designated departmentsafety officer. He or she coordinates the departmentsafety program with the command safety officer. Thedepartment safety officer acts as a point of contact forcoordinating and evaluating the ship's safety program.Further, the department safety officer ensures thecorrection of all hazardous conditions revealed by safetyhazard reports. He or she maintains records of mishaps,safety hazards, and safety training within the departmentand maintains direct liaison with the unit safety officer.The department head is also a member of the SafetyCouncil.

Division Officers

Each division officer is assigned as the divisionsafety officer. He or she advises the department safetyofficer on the status of the safety program within thedivision. That includes the status of any safety-relateditem revealed through the 3-M Systems. An examplewould be noncompliance with or a deficiency in theplanned maintenance system (PMS). He or she alsoadvises the department safety officer of any safetytraining needs within the division and ensures thatassigned personnel are properly trained for their billet.The division officer appoints an E-5 or above to serveas the division safety petty officer.

Division Safety Petty Officers

The division safety petty officer must becomethoroughly familiar with all safety directives andprecautions that apply to his or her division. He or sheconducts assigned division mishap prevention trainingand maintains appropriate records. The division safetypetty officer assists in safety investigations as directedand makes recommendations about the safety program.Further, the safety petty officer helps the division officerexecute safety duties. He or she acts as the technicaladvisor on matters of mishap prevention within thedivision. The division safety petty officer is thedivision's representative to the Enlisted SafetyCommittee. Submarines are not required to assigndivision safety petty officers.

All shipboard safety petty officers must completethe division safety petty officer's "Watchstation"section of the Personnel Qualification Standard (PQS)Safety Programs Afloat, NAVEDTRA 43460-4A,within 6 months of assignment. At least 50 percent ofthe ship's safety petty officers must also attend theSafety Program Afloat course, J-493-2099.

Medical Department Representative

The medical department representative providesdirect support to the ship's NAVOSH Program. He orshe provides or schedules medical surveillance services,such as hearing tests; arranges for outside industrialhygiene assistance; and maintains occupational healthrecords. The medical department representativeprovides the safety officer with injury reports.

The Master-at-Arms/Safety Force

Master-at-arms (MAA) force personnel serve as theship's safety force, assisting the safety officer inprogram enforcement and hazard identification. Duringtheir routine inspections, MAA personnel identify andreport routine hazards and carry out a system of internalreporting to focus attention on the safety program.

Safety Council

The ship's Safety Council convenes quarterly todevelop recommendations for policy in safety mattersand to analyze progress of the overall safety program.The council consists of the commanding officer orexecutive officer (chairperson), the unit safety officer(recorder), and safety representatives from eachdepartment.

The safety officer may prepare an agenda for thechairperson's issuance before each meeting. Thisinformation should show the extent of any problems andsuggested approaches to resolving the problems. Thecouncil reviews reports from the medical departmentrepresentative and statistics compiled by the safetyofficer. In addition, it reviews inspection reports andsafety-related directives and messages from higherauthority. The safety council also performs thefollowing duties:

Reviews statistics compiled by the safety officerfrom mishap/near mishap reports, inspectionreports, and other information

Directs action to be taken to correct identifiedunsafe or unhealthful conditions

Evaluates the ship's NAVOSH Program

Reviews issues and recommendations submittedby the Enlisted Safety Committee

The safety officer keeps records of the SafetyCouncil meetings and issues the minutes.

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Enlisted Safety Committee

The Enlisted Safety Committee makesrecommendations about the command's safety programto the Safety Council. The safety committee convenesto exchange information; improve communications;review conditions, mishaps, and injuries; and suggestimprovements. It makes written safety recommen-dations to the Safety Council and the commandingofficer. These meetings convene at least quarterly toenhance interdepartmental communication in mishapprevention at division and work center levels.Committee membership is as follows:

Command safety officer (senior member)

Division safety petty officers

Chief master-at-arms

On small ships, with less than 300 crew members,the Enlisted Safety Committee may be incorporated intothe Safety Council. Since submarines are not requiredto appoint safety petty officers, they are not required tohave an Enlisted Safety Committee.

Individual Crewmembers

Safety program success depends on all-handscooperation and support. The best safety programcannot prevent mishaps if the crew does not comply withsafety precautions. All hands must follow posted safetyprecautions, comply with safety standards, and reportunsafe or unhealthful conditions. They must reportinjuries and material damage immediately to theirsupervisor.

Safety Department Organization

Ships with a primary duty safety officer will have asafety department. This department, headed by thesafety officer, may have an assistant safety officer andother safety assistants assigned. Aircraft carriers havean aviation safety officer, usually a Commander,assigned as department head and an industrial hygieneofficer assigned as the assistant safety officer. A carriermay have 5 to 10 additional safety assistants assigned,depending on its size and requirements. Largeair-capable surface ships (LHDs, LHAs, andamphibious transport docks [LPDs]) normally have alieutenant or lieutenant commander assigned as theaviation safety officer, with one to three assistants.Tenders have an industrial hygiene officer assigned asthe safety officer, with one to five safety assistants.Safety department manning varies between ships.

During some special events, such as overhauls ordeployment, the ship may assign additional personnel tothe safety department.

SHORE ACTIVITY SAFETYORGANIZATION

The goal of any safety program is to enhanceoperational readiness. We enhance this readiness byreducing the frequency and severity of on- and off-dutymishaps to personnel. In addition, we must reduce thecost of material and property damage attributed tomishap causes. How do we do that? We must instructeach person in the command on general safetyprecautions. These precautions include mishapprevention and instructions on special hazards found inthe daily work environment. We must also ensurecontinuing action and command interest in mishapprevention. Finally, we must evaluate the effectivenessof the program.

Echelon-Two Commands

Within echelon-two commands, such as BUMED,Naval Sea Systems Command (NAVSEA), and NavalAir Systems Command (NAVAIR), authority andresponsibility for performing the staff NAVOSHfunctions are under a separate Occupational Safety andHealth (OSH) office. A civilian safety professionalheads the OSH office and reports directly to thecommander of the systems command. The civiliansafety professional's duties are similar to those of theafloat safety officer in providing safety information andevaluations for the staff. The OSH office may also serveas technical advisor to the CNO on NAVOSH-relatedmatters.

Shore Activity OSH Offices

Each shore activity must establish and staff an OSHoffice. The OSH manager is placed on the immediatestaff of the commander, commanding officer, or directoror officer in charge. The minimum requirements for allOSH offices include the following:

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OSH Program management

OSH reviews and inspections

Deficiency abatement

Consultation

Investigation and reporting of mishaps

Employee hazard reports

Analysis of OSH Program effectiveness

Attendance and conduction of OSH council andcommittee meetings

OSH training, promotion, and education

Implementation of NAVOSH Program require-ments, depending on industrial activity at theshore command

Civilian staffing is based on the number ofemployees at the shore activity and tenant commandsand on the extent of industrial activity. OPNAVINST5100.23F discusses this staffing. This instruction alsoaddresses occupational health medical staffing andindustrial hygiene support. If a number of small basesare located in the same area, the OSH office may beconsolidated and advise smaller commands through aservices agreement.

Military commands at a shore activity may have acollateral duty safety officer assigned. This safetyofficer reports directly to the commander, commandingofficer, or officer in charge for safety matters. Staffs,such as type commanders and support activities, mayhave both a military and civilian assigned as safetyofficer and OSH manager. If you are the collateral dutysafety officer for your shore command, you may bedealing with the consolidated or base OSH office on aregular basis. You may consult the OSH manager orcivilian staff of safety professionals concerning theprogram at your facility.

Aviation squadrons ashore have a military collateralor primary duty aviation safety officer assigned. Thatsafety officer is assisted by aviation safety petty officersassigned to each division within the squadron. Thissafety organization remains in effect when the squadrondeploys aboard ship or to remote shore stations. Thebase or naval air station OSH office maybe involved inthe safety program as it pertains to the squadron'shangers and facilities.

To serve as a means of communication regardingoccupational safety and health

To provide program assistance to commandingofficers, including proposing policy and programobjectives

The Federal Advisory Council on OccupationalSafety and Health (FACOSH) acts in an advisorycapacity to the Secretary of Labor. The council consistsof 15 members appointed by the Secretary and includesrepresentatives of federal agencies and of labororganizations representing employees. Field FACOSHsexist in many metropolitan areas; local Navy officialsserve on this council. There is also a Department ofDefense (DOD) Safety and Occupational Health PolicyCouncil and a CNO Safety and Occupational HealthWorking Group (SOHWG). OSH councils, composedof both civilian and military members, may beestablished at major command headquarters.

At the activity level, Navy commands establishOSH councils, which meet at least quarterly. Thecommanding officer or executive officer chairs thesecouncils. Members are appointed by local directive andinclude key safety professionals, military and civilian.OSH office representatives from each command,military collateral duty safety officers, aviation safetyofficers, and civilian employee representatives may beincluded in the membership.

Shore activities should also organize additionalOSH committees at the supervisory or shop level.Provisions are made for their input to the OSH council.As a safety supervisor, you maybe involved in the OSHcommittee or the OSH council, depending on the sizeand function of the shore activity sponsoring the OSHcouncil.

AVIATION SAFETY PROGRAMORGANIZATION

We will now discuss the various responsibilities forthe command aviation safety program.

Shore OSH Councils and CommitteesCommanding Officer

OSH councils and committees serve as soundingboards for multiple viewpoints and interests of variousgroups and individuals on matters relating to theNAVOSH Program. The OSH councils and committeeshave three basic functions:

To create and maintain an active interest inoccupational safety and health

The commanding officer of an activity appoints anaviation safety officer as specified in the StandardOrganization and Regulations of the U.S. Navy,OPNAVINST 3120.32C. This instruction lists theresponsibilities of the command and dictates how thecommanding officer should establish the programwithin the command.

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Aviation Safety Officer

The aviation safety officer (ASO) acts as principaladvisor to the commanding officer on all aviation safetymatters. He or she advises and aids the commandingofficer in setting up and managing a command aviationsafety program. The ASO is responsible for providingsafety education throughout the command. He or shealso ensures the incorporation of safety standards andprocedures into all activity functions. The ASOcoordinates safety matters among the organization staff.He or she maintains appropriate aviation safety recordsand mishap statistics. The ASO must be a primary billetassignment.

The aviation safety officer works with QualityAssurance/Analysis (QA/A) division personnel todevelop a local maintenance instruction (MI) orcommand type of instruction. The ASO and QA/Adivision personnel investigate most mishaps/incidentsand hazards in their activity.

A description of the command safety organizationand tasks or functions of each member of the commandsafety organization must be issued. The flight surgeonor wing flight surgeon serving the command isresponsible for the aeromedical aspects of the commandsafety program.

Aviation Safety Council

If the command is a squadron, an air station, orlarger, the command must form an aviation safetycouncil. The council sets goals, manages assets, andreviews safety-related recommendations. The councilkeeps records of the meetings held. Members of thecouncil review command plans, policies, procedures,conditions, and instructions to make sure they arecurrent and correct. The council also responds tocorrective recommendations. Standing members of thecouncil include ground, aviation, and aeromedical(flight surgeon) safety officers.

Enlisted Aviation Safety Committee

Representatives from each work center and otherdesignated activities, such as the Medical Departmentand Aircraft Intermediate Maintenance Department(AIMD), form the Enlisted Aviation Safety Committee.The committee meets once a month to discuss safetydeficiencies and to provide recommendations forimproved safety practices and promotion of safetyawareness. The committee keeps a record of attendance

and of subjects discussed at the meetings. Thecommanding officer makes a timely response in writingto all recommendations of the committee.

SAFETY TRAINING

Training is a vital part of every effective safetyprogram. The goal is to promote hazard awareness andto integrate safety into all unit training. An importanttask supervisors have is educating personnel within adivision. Proper safety training will help all handsbecome effective safety monitors. Remember, oneperson cannot ensure safe working habits andconditions. You need an all-hands effort to achievemishap-free working conditions.

The command's training program, and eachdepartmental training program, should include asystematic approach to promote mishap prevention,both in unit and off-duty activities. Make effective useof educational materials from outside sources. Thesematerials include Navy training films, safety notes, andvarious publications issued by the Naval Safety Center.Use these resources as aids in training. Display as manyof these resources as applicable in division workspaces.That will increase personnel interest in safety.

Training in some OSH topics is mandatory, eitheras an indoctrination or periodically. OPNAVINST5100.23F outlines the NAVOSH training requirementsfor shore activities. OPNAVINST 5100.19D definesindoctrination and annual NAVOSH trainingrequirements for a ship's force.

The safety officer or safety manager ensures safetytraining is conducted. Frequently, the safety supervisor,work center supervisor, or safety petty officer conductson-the-job or general military training (GMT). If thesesafety professionals do not actually conduct the safetytraining, they should at least monitor it for effectiveness.

All military and civilian workers must be introducedto the NAVOSH Program during indoctrination.Workers are made aware of the specific hazards in theirwork areas and general safety precautions. Additionaltraining may be required for special evolutions such asthe following:

1. Preparation for shipyard overhaul

2. Getting under way after a long in-port period

3. Seasonal weather changes or unusual weather

4. Unusual missions or operations

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5. Increased industrial activity

6. After a serious mishap

TYPES OF SAFETY TRAINING

Safety training is accomplished through on-the-jobtraining, general military training, indoctrinationtraining, formal safety courses, safety standdowns,and safety surveys. The command training officerschedules required safety training, such as GMT andindoctrination. This training then becomes part of thecommand training plan. Safety professionals and safetysupervisors must attend formal safety courses as part oftheir assignment. Safety standdowns consist of periods,usually of 1 or 2 days, of intensive safety training andawareness.

On-the-Job Training

Training, cross-training, and qualifying for specificskills require the use of proper safety precautions. Safetyprecautions are a part of all standard operatingprocedures (SOP).

By monitoring safety precautions during routinework situations, you can detect unsafe practices. Oncedetected, you can take immediate action by providingtraining to correct those practices.

Monitoring of on-the-job safety practices serves asan evaluation of the training provided by supervisorypersonnel. It checks the effectiveness of training in allaspects of everyday life aboard your command. Thoseaspects include the planned maintenance system (PMS),weapons systems operations, damage control, firefighting, and general housekeeping. Mishap trends alsohelp target needed mishap prevention training.

General Military Training

Routine, shipboard general military training (GMT)must include safety topics. Aboard ship, the PlanningBoard for Training meets periodically to scheduletraining and ship's evolutions. The safety officer mustensure safety topics, especially the topic of requiredannual safety training, are included in the commandtraining plan. General military training (GMT) can beaccomplished through video tapes, stand-up lectures,drills, or a combination of methods. Training should bemonitored and documented. Ashore, military personnelshould also receive safety topic training as part of theirregularly scheduled GMT.

Indoctrination Training

All new workers or sailors receive some type ofindoctrination training to help them become familiarwith their new job. Aboard ship, that is accomplishedthrough Indoctrination Division, School-of-the-Ship, orsubmarine Phase I training. New worker indoctrinationmust include safety topics.

OPNAVINST 5100.23F and OPNAVINST5100.19D require indoctrination training on thecommand's overall NAVOSH Program. FederalHazard Communication Standard training is requiredfor all shore personnel who will be in contact withhazardous materials. Aboard surface ships,indoctrination training is required on back injuryprevention, gas-free engineering, electrical safety, thetag-out program, and the radiation safety program.

Formal Safety Courses

A variety of formal safety courses are provided forNavy safety professionals. All safety officers andone-half the safety petty officers assigned aboard shipmust take part in formal safety training. Civilian safetymanagers must attend formal courses and refreshertraining. OPNAVINST 5100.23F and OPNAVINST5100.19D provide course requirements. The NavalSafety School in Norfolk, Virginia, provides numerousshore safety courses. Fleet Training Centers in Norfolkand San Diego conduct safety supervisor and hazardousmaterial training. The Surface Warfare Officer Schoolin Newport, Rhode Island, presents the Afloat SafetyOfficer course. Submarine training facilities in Norfolkand Pearl Harbor conduct the Submarine Safety Officercourse.

Safety Standdowns

In 1989, in response to a rash of Navy mishaps, theChief of Naval Operations called for a Navywide safetystanddown. A safety standdown is a period, usually of1 or 2 days, set aside for safety training, awareness, anddrills. Type commander instructions require afloat unitsto conduct safety standdowns at least once a year, whileyearly standdowns are recommended to other units.Shore commands may also take part in safetystanddowns. A standdown may be called any time thecommand notes a particular safety problem or wants toreemphasize safety on a specific topic. For example, ifa command has a serious mishap, it may have personneltake part in a safety standdown for a morning instead ofworking. Personnel may then review the events leadingto the mishap and discuss the lessons learned.

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Safety Surveys

Safety surveys are informal safety programevaluations conducted by the Naval Safety Center.These surveys are excellent training opportunities forsafety supervisors. Checklists are used to determinesafety requirements for each discrepancy. Shore,surface ship, submarine, and aviation safety surveys areavailable upon request from the Naval Safety Center.The results of safety surveys are provided directly to thecommanding officer or commander, but to no one elsein the chain of command.

Videotapes and Training Aids

Videotapes, films, and other visual training aids aregood supplements to your safety training program. Theyshould be used in conjunction with lectures ordiscussions. Since many young people are media-oriented, videotapes and films capture their attention.However, videotapes and films should never be used asa substitute for a monitored presentation.

Naval Education and Training Support Centers oneach coast maintain libraries from which you may ordertraining films. The addresses and phone numbers ofthose libraries are as follows:

Naval Education and Training Support Center,AtlanticCode N5, Bldg. W313Naval Station, Norfolk, VA 23511-6197Phone (804) 444-4011/1468,Defense Switched Network (DSN)564-4011/1468

Naval Education and Training Support Center,Pacific921 West BroadwaySan Diego, CA 92132-1360Phone (619) 532-1360, DSN 522-1360

Catalog of Navy/Marine Corps AudiovisualProductions, OPNAV P-09B1-01-88, and NAVOSHTraining Guide for Forces Afloat, NAVEDTRA 10074,provide a list of safety training films. In some instances,you may borrow training aids from industrial hygieneor occupational health departments at medical clinics ornaval environmental and preventive medicine units(NEPMUs).

Training aids for submarine force units are listed inthe Submarine On-Board-Training (SOBT) Products

Catalog. The catalog is available through COMSUB-GRU-2, Code N-24, Naval Submarine Base, NewLondon, CT 06349-5100, commercial (203) 449-3485or DSN 241-3485. SOBT distributes safety videotapesfor permanent retention by submarine force units.

NAVOSH training topic videotapes are distributedto each afloat unit. These tapes are accompanied by aNAVOSH videotape user's guide. The user's guideexplains the purpose of and provides an introduction tothe videotape.

The work center or area supervisor is an importantlink in the Navy's safety training program. Thesesupervisors are responsible for specific trainingsessions, including monthly 5-minute stand-up traininglectures. The success of training depends on the vigorand leadership demonstrated by the supervisor. Thesupervisor has the practical experience on the job toteach safety skills. But first, the supervisor must

understand the subject matter,

understand how to teach it, and

understand how to motivate people to learn.

Training conducted by supervisors has specialchallenges. You are a busy person and have manyconcerns—of which safety is only one. A trainingsession should be brief, clear, and to the point to be wellreceived and effective. Keep an open mind and a helpfulattitude. Use your experience and knowledge to helptrainees relate to safety situations within the Navy andin their job. Your goals are as follows:

To arrange for conditions that allow effectivelearning. Good environmental conditions won'tmake your training effective, but poor conditionscan prevent personnel from learning even duringthe best training session. Arranging for a goodlearning environment is more of a challengeaboard ship.

To clearly emphasize the most important pointsas they relate to the Navy.

To impress your students with good safetyattitudes.

To attain these goals you should take the following steps:

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BEING AN EFFECTIVE SAFETY TRAINER

Preview the film or videotape before youconduct training. Before you begin training, you shouldfirst go through the entire program at least once tobecome familiar with the subject. Anticipate questionspeople may ask and be prepared to answer them.

Study the current Navy safety policies andregulations that relate to the program. List the referencesfor your topic in the lesson guide.

Use handout materials if they can add to thetraining, Handouts work two ways—they give studentssomething to take back with them to the work area, andthey are a good source of information for later referenceor summary. The lesson guide that supports a specifictopic may provide suggested handout materials you caneasily reproduce on a copier machine.

Acquaint yourself with your lesson guide oroutline. If you get lost or confused, you will lookunprepared. That can discredit you in the eyes of yourstudents.

Pay attention to class time. Keep the sessionmoving and lively. Nothing is worse than a session thatdrags on aimlessly and painfully.

KEEP TRAINING SHORT!

TRAIN EARLY IN THE DAY!

At times you may have problems creating a goodclimate for learning; you may have to search for a placeto conduct training. Aboard ship, you may find yourselfteaching in a crew's mess area or a workshop. Ashore,you may have to teach in a lunchroom, conference room,or shop area. Students may have to stand. You may alsohave noise to contend with from ventilation or operatingequipment. Understand that certain factors affectlearning, including the "classroom" itself.

Simple human needs affect how well or how fast welearn. Physiological needs include being cold, hot,hungry, or tired. Having such needs will preventpersonnel from learning because they will be

concentrating on their body's needs first. Social needshave an impact on any group of people. All people wantto have a feeling of belonging and to feel needed byothers. Personnel develop a sense of belonging moreeasily within familiar surroundings. Adults also have anego need; that is, a need to feel useful and respected. Trynot to talk down to your students or over their heads.Never assume they should know a safety precautionsimply because it requires common sense, and neverbelittle them if they don't.

The safety instructor's style is also an importantfactor. In developing your own style, be sure youobserve the following guidelines:

Always accept a person's answer—don' tembarrass a student who has given the wronganswer. Try to provide a positive statement. Say,"You' re on the right track," rather than, "That'swrong."

Talk to the entire group, not just to the front row.Move around. Speak loud enough that peoplesitting in the back of the room can hear you.

Watch your mannerism. Relax. Take commandof the group by your body language.

Safety training is often routine and repetitive.Impress upon your students the importance of safetytraining. Be prepared and present your training materialin a professional and enthusiastic manner.

SUMMARY

In this chapter you have learned about the history ofthe NAVOSH Program. We have introduced you to thecurrent safety organization's program mission andobjectives. We discussed the Naval Safety Center. Weaddressed safety and occupational health principlesalong with the elements of a local safety program.Remember, an effective safety program is everyone'sresponsibility. Safety is a six-letter word for a 7-dayjob!

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CHAPTER 2

SAFETY PROGRAM PROMOTIONAND ATTITUDES

This chapter deals with promoting your safetyprogram and helping your workers develop a positiveattitude toward safety. Sometimes people call this a"safety philosophy." It is an essential part of anysuccessful safety program.

Some safety supervisors believe that by providingsafety training, they are promoting safety. Whilesafety training is a vital element, training alone cannotchange unsafe attitudes or promote safe workman-ship. The advertising world calls promotional efforts"marketing." A command must "market" its safetyprogram and sell safety to the worker.

SAFETY PHILOSOPHY

We often hear safety described as the use of"common sense." That is, safety should be obvious—anyone should be able to see a missing safety guard andrealize it is a hazard. Unfortunately, that is not the case.Safety is learned and experienced.

From a young age, other people warn us aboutdangerous situations and how to identify potentialhazards. Without that training, you might receive injuryfrom such hazards. If not seriously injured, you surelywill learn from the experience.

You can easily recognize some safety hazards.However, hazards involving toxic chemicals andexposures may not be obvious. Some occupationalillnesses, such as asbestos exposure, do not showsymptoms for 10 to 35 years. You need to be trained torecognize these hazards.

Just as we cannot rely on common sense to preventmishaps, we cannot assume that everyone has a goodattitude toward safety. The following are some attitudesthat can contribute to mishaps:

The fatalist— The people who have this attitudeare sure that when "their time is up, nothing canbe done about it."

The risk-taker— People who have this attitudefeel certain risks are just part of the job and toooften take unacceptable risks.

The immortal— Young sailors and workersusually have this attitude. They feel immortal andcannot imagine that "it could happen to them."

The accident-prone— People who have thisattitude seem to have a greater number ofmishaps than their coworkers or shipmates.

The attitude of the safety supervisor, safetymanager, or safety petty officer can help mold theattitude of the workers. Supervisors must constantlyseek to develop good attitudes in their people. Train yourpeople in safe workmanship and try to convince themthe command is sincerely interested in safety. Enforceall safety regulations to emphasize that the command"expects" safety to be a standard operating procedure.

RISKS

Risk taking is an inevitable part of our daily lives.Whether driving to work or getting under way, we facecertain risks. However, we face different levels of risks.Some risks are considered acceptable or unavoidable.For example, we may have little choice but to drive towork, but we can reduce the hazard by using safety belts.An unacceptable risk would be to drive a motorcycle towork at a high speed without wearing a helmet.

Good risk taking can actually be considered aprecaution against mishaps. In good risk taking, theperson is trained to recognize the level of risk andchoose whether the risk is worthwhile. A calculated riskbased on the possible consequences of a hazard is saferthan a haphazard risk based on poor judgment orignorance. A lack of risk is not necessarily safer. A lackof risk sometimes means a person isn't "aware" of therisks.

Minimizing risks is a vital element of mishapprevention. You may be aware that a machine part isbadly worn, so running that machine involves a risk.Mishap prevention occurs when you reduce that risk bytaking interim or permanent corrective action.

We can access the risk of any hazard. This assess-ment is based on the severity of that hazard should amishap occur and on the probability that it will occur.

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This risk assessment determines the level of riskinvolved. The level of risk is indicated by a riskassessment code (RAC). Chapter 3 discusses RACs.

A good safety attitude means the worker willperform work in a manner that will reduce risks. Aworker with a poor safety attitude would merely acceptthe risks and put up with the results. A good safetyattitude in workers depends on the safety supervisor.You can foster good safety attitudes throughcommunication, motivation, and salesmanship.

COMMUNICATION

Good communication between workers and safetysupervisors helps maintain interest in safety. Afloat andshore safety committees and safety councils, discussedin chapter 1, bring workers' safety concerns tosupervisors. Through these committees and councils,the commanding officer becomes aware of unsafeconditions and hazards that require corrective action.When workers see the command take action to correcta hazard, they understand that they play an importantpart in the safety program. They also see that thecommand cares enough about their safety to correcthazards.

We need hazard information so that we can correcthazards, not place blame or discipline a worker. Wemust never coerce or threaten crewmembers andworkers to report hazards. They should feel comfortablein reporting a hazard to their supervisor or be able toreport a hazard anonymously. Good communicationbetween workers and their supervisors encourages safeattitudes and trust in their command. The sincerity of asafety supervisor is obvious in how he or she deals withsafety problems and complaints.

MOTIVATION

To ensure total participation in the safety program,the command must motivate its people. It must motivatepersonnel to behave in a manner that will meet thevarious goals of the command. Program success consistsof determining each person's needs. It also consists ofselecting and providing appropriate incentives(reinforcers) to meet those needs. It also should establishreasonable tolerance limits so that goals are achievable.Some incentives that serve to motivate people includethe following:

Instinct for self-preservation

Desire for material gain

Desire for praise and acceptance

Fear of ridicule or disapproval

Sense of humanity

Sense of responsibility

Sense of loyalty

Competitive instinct

Desire for power or leadership

Peer pressure and a desire to conform

We cannot overemphasize the importance ofmatching each person's needs to the proper incentives.A basic principle of behavior reveals that workers willrepeat desirable behavior if the supervisor reinforces orrewards their actions. If the supervisor doesn't reinforceor reward a behavior, workers will stop the behavior.Thus, a command must have an awards or incentivessystem. An incentives system not only determines howpeople will perform their various jobs, but how theythink about them as well. An incentives system canreenforce mishap-free behavior and encourage safeperformance. Similarly, it can discourage unsafe andreckless behavior through the withholding ofreinforcement. For an awards system to be effective,however, we must provide timely reinforcement.

If a person is doing a good job, we should not waituntil the end of the year to give that person a letter ofappreciation or commendation. Immediately after thedesired behavior occurs, we should provide positivereinforcement. That increases the chance of recurrenceof good work. Too much time between behavior andreward may confuse the person. He or she may not knowwhich behavior was noteworthy.

Reinforcement must also be sincere and relate to aperson's needs People will see an "attaboy" given for ajob they know they did not do well for what it is: aninsincere, meaningless pat on the back. A child mayrespond to such an act, but an adult will not. Similarly,people will view other incentives that fail to satisfy realneeds as meaningless.

Providing feedback about job performance alsomotivates people to perform desired actions. Motivationincreases when reward is inherent in the task itself. Anexample is a technician who achieves a sense of satisfac-tion from a job well done. Motivation is highest whenopportunities exist for achievement, recognition,increased responsibilities, and advancement. Suchfactors should be part of the job itself.

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In a dull and repetitive job, management canincrease motivation by rewarding safe workperformance. Rewards should include both formal andinformal incentives. Formal incentives includepromotions, awards, formal commendations, specialprivileges, and work schedule selection. Informalincentives include praise, encouragement, acceptanceby fellow workers, reduced supervision, and respect byothers. Through careful use of such incentives, we caneffectively influence the practices of our workers.

Motivation works best when the job itself providesopportunities to achieve satisfaction. Commands createsuch opportunities by providing workers with a feelingof acceptance, a knowledge of where they stand,reasonable autonomy, and freedom to practiceindividual skills. We can reenforce that approach byusing the following techniques:

Communicating effectively

Assigning jobs consistent with the abilities of theindividuals

Including all hands (when possible) in thedecision-making process

Highlighting program benefits (advantagesversus disadvantages)

Rewarding deserving personnel (officialrecognition, praise)

Occasionally people will be at odds with the goalsof the safety program. Their behavior will conflict withthe success of the program. Many managers assume thata lack of cooperation stems from a dislike of work. Theyalso think that the main job of the supervisor is to finda way to coerce people to work. They try to controlpeople through threats, reprimands, assignment of extraduty, and unusually close and strict supervision. Suchexternal control approaches are only effective for shortperiods of time and do not encourage the self-motivationwe desire in our workers.

Supervisors should know that external control is notthe best way to ensure a good job. External controlmethods, if not appropriately applied, can breeddissatisfaction and frustration. Those feelings cannegatively affect both morale and skill. Use of thepositive management techniques discussed earliermakes the management-worker relationship moreharmonious. As a result, when you discipline a worker,it does not have the same negative qualities as theexternal methods. The corrected worker will understand

the reason for the discipline, whether it is in the form ofretraining, reminders, warnings, or penalties.

Providing meaningful mishap preventionorientations and adequate on-the-job training reducesthe need for discipline. Setting the right example is alsohelpful. Emphasizing the risks of improper workpractices may also be effective. Such actions help definegood job performance, which, in turn, helps preventworkers from developing poor work procedures. Thatreduces the need for corrective disciplinary actions later.

Management within the Navy provides generalguidance and a firm commitment to safety. Supervisors,as the key persons in mishap prevention, must makesafety a prime and integral part of each job their workersperform. They must motivate and train people todevelop and use safe work habits. They must build theirworkers' belief in mishap prevention. Finally, they musthelp all workers develop a strong personal commitmentto mishap prevention. Once workers have made thatcommitment, they will consciously try to preventmishaps. They will question unsafe acts, conditions, orinstructions and follow established safety proceduresand regulations.

SALESMANSHIP

Since the success of a safety program depends onworker cooperation, interest in the program must be"sold" to the worker. Good salesmanship involves threeessential requirements: (1) a good product, (2) knowingyour product, and (3) the ability to identify with thecustomer.

When you have a "product" to "market" or sell, thefirst requirement is to have a good product. Your productmust provide something beneficial to the worker. Yourproduct is freedom from loss of wages, from pain andinjury, and from hardship for the worker's family.

Secondly, you must know your product. That takesstudy, attention to detail, and familiarity with safetystandards. Your believability is a key to your ability tosell safety.

The third requirement is to put yourself in the placeof your customer. Are the safety rules feasible? Canyour workers comply with the safety standards and stillget the job done? Do you require them to wearuncomfortable protective equipment for a long time ina hot environment? You should sell safety on anindividual basis, attuned to what you know about yourcustomer.

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Figure 2-1.—Safety posters.

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Every sale involves three steps: preparation,presentation, and commitment. Preparation is whenyou evaluate the hazards and risks of the job and thecustomer's ability to do the job. You research andobserve the job or task determine the safety precautionsthat apply to the job, and target your safety efforts toaddress those precautions. Presentation is the use ofyour job knowledge to convince the worker of the needfor safety. Commitment to a sale is when the customeragrees to "buy" the product. In other words, the workerdecides to follow the safety precautions you haveexplained.

Safety must be sold to everyone in the chain ofcommand, from the commanding officer down to thedeck-plate workers. Command support is critical andmay be your "hardest sell." All sales efforts start withthe safety officer, manager, or supervisor.

SAFETY PROMOTION METHODS

Advertisers develop campaigns to promoteproducts. Safety officers and supervisors can alsodevelop an advertising campaign to promote their safetyprogram. Safety promotion methods include thefollowing:

Safety posters and stickers

Promotional stunts

Safety contests

Safety suggestions

Recognition and rewards

Recognition organizations

SAFETY POSTERS AND STICKERS

Colorful posters have been used to promote safetyfor over a century. Posters area passive training methodused to remind workers of a hazard, precaution, or idea.Posters must be current and have a message applicableto the audience. Change them frequently so they don'tbecome part of the bulkhead.

Posters use both pictures and words to convey asafety message (fig. 2-1.) For workers with poor readingskills, posters are more effective than lengthy writtentext. Eye-catching, colorful pictures are as important tothe effectiveness of a poster as clever text.

Put posters in areas of high traffic, in places whereworkers linger or stand in line, or at entrances and exits.However, make sure you place them in appropriateareas. For example, you would place a poster about theuse of safety belts near an exit to the parking lot ratherthan in the mess area. Put posters aboard ship near themess line, in crew lounges, and near the quarterdeck.You can put large safety banners at the head of the pieror on the fence leading to the parking lot.

Posters are available, in limited quantities, from theNaval Safety Center and various commercial sources.The National Safety Council produces hundreds ofposters, which you can procure through open purchase.Intermediate maintenance activities can make largercanvas banners upon request.

PROMOTIONAL STUNTS

Commands can use promotional stunts effectivelyto emphasize safety. Many naval bases, aroundholidays, display a wrecked vehicle near the gate. Theypost signs near the wreck reminding personnel to wearsafety belts and not to drink and drive. Dressed upskeletons, dummies in precarious positions, anddramatic photographs can be used to emphasize safety.Promotional stunts should be safe but vivid and timely.

SAFETY CONTESTS

Most people are competitive and like contests,especially if they can win a prize. Competition can bebetween individuals, work centers, shops, divisions, orcommands. Common safety contests involve mishaprecords, training accomplishments, or the reporting ofhazards. Prizes can range from a safety "S" flag to aspecial liberty chit. You can stage a safety contest forthe best command safety slogan, safety essay, or safetyposter. You can track reported hazards and mishaps fora specific period so that you can recognize the divisionor shop with the fewest mishaps. You can createcompetition out of zone inspections and other safetyinspections by recognizing those divisions or shops withthe best record of safety compliance.

Each year, about 5 million American workers takepart in safety contests sponsored by the National SafetyCouncil. The Safety Council presents hundreds ofawards in response to these contests. The success of thecontests has proven they are good safety motivators.

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SAFETY SUGGESTIONS

The Navy's Beneficial Suggestion Program (BennySugg) applies to safety suggestions. Safety suggestionsthat could result in monetary rewards include thosewhich accomplish the following:

Decrease lost work time

Eliminate a hazardous condition

Recommend the use of a less hazardous material

Safety suggestions may be made internally (withinthe command) or externally (outside the command).External and internal safety suggestions should beconsidered for rewards. A properly designed safetysuggestion program is an effective means of tapping intoyour workers' ingenuity. People who work with systemsand equipment on a daily basis are in a better positionto find a better, faster, easier, and safer way of working.A successful safety suggestion program must meet thefollowing guidelines:

The command must really want suggestions fromits workers and sailors.

Every suggestion must be taken seriously; if it isnot usable, the person who made the suggestionmust receive an explanation of why it can't beused.

Action to incorporate the suggestion should beprompt or the reason for any necessary delayexplained.

Anonymity should be respected, if desired, by theperson who makes the suggestion.

Rewards should be reasonable in relation to thevalue of the suggestion.

Many safety suggestions have resulted in cashawards. For example, one suggested the use of bio-degradable detergent in a solvent parts washer. Anothersuggested the inclusion of extra safety steps thateliminated frequent mishaps.

RECOGNITION AND REWARDS

Everyone appreciates a pat on the back and positivereinforcement. Too frequently in safety, supervisorstend to notice only the wrong and not the right. We willstop a worker who isn't wearing safety goggles, butwalk right past a worker who is wearing the correct

safety equipment. Recognition for correct behaviorbolsters safety program compliance and safe attitudes.

Recognition can be as simple as mentioning thename of a worker or sailor in the Plan of the Day (POD)or Plan of the Week. Divisions or work centers with asuperior mishap record can be recognized with a plaqueor a notice on the safety bulletin board. Commands haveused head-of-the-mess-line privileges, special liberty,and ship's store discounts as incentives and rewards forsafe behavior. Recognition and rewards strengthen yoursafety program support, so make the extra effort toreward your people for safe practices.

Recognition also applies to your safety assistants. Aspecial safety-green ball cap, lettered T-shirt, or safetypetty officer name tag gives your safety teamdistinction. You can use the ball caps or name tags tomotivate safety petty officers to complete theirqualifications. All of these positive strokes make peoplefeel good about their command's safety program.

RECOGNITION ORGANIZATIONS

Awards provide an excellent opportunity topromote safety programs. Many nonprofit organizationsthroughout the United States award people who usecertain articles of protective equipment to eliminate orreduce the chances of serious injury. The following listssome of those organizations:

Wise Owl Club— Founded in 1947, this is theoldest of all such "safety clubs." Membership isrestricted to workers who have saved their eyesight bywearing eye protection. Address inquiries to Director ofIndustrial Service, National Society for the Preventionof Blindness, Inc., 79 Madison Avenue, New York, NY10016.

The Golden Shoe Club— This club awardsworkers who have avoided serious injury by wearingsafety shoes. The club's address is Golden Shoe Club,1509 Washington Avenue, St. Louis, MO 63166.

Kangaroo Club— Members of this club haveaverted serious injury or death by wearing safety belts.The club's address is Kangaroo Club International, P.O.Box 950, Coatesville, PA 19320.

"I Survived" Club— The Naval Safety Centersponsors this club for naval personnel and members oftheir families whose lives have been saved by wearingsafety belts or using child safety seats. The Naval SafetyCenter sends the survivor a certificate (fig. 2-2) signed

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Figure 2-2.—NAVSAFECEN "I Survived" Club certificate.

by the Commander of the Naval Safety Center. The storymay appear in the Safetyline magazine. For moreinformation contact the Naval Safety Center, Naval AirStation, Code 42, Norfolk VA 23511-5796.

SAFETY AND OCCUPATIONALHEALTH MANAGEMENT PRINCIPLES

You should not question that safety andoccupational health management go hand in hand.When you pursue one to the disadvantage of the other,the total outcome becomes less effective and lessefficient. A common misconception is that safety is anisolated topic pursued by specialists and misunderstoodby line management. That is true when managers haveeither ignored or been unaware of safety procedures. Itis also true when managers have chosen to take riskswithout considering the impact on the total operation.

You must accurately assess the impact of yourdecisions on the organization and its goals. Then, if youmust take risks, you will take them with full knowledgeof the expected impact. You will achieve organizationalgoals by following prescribed safety precautions. You

can enhance occupational safety and health (OSH)management by following safety managementprinciples and establishing safety policies.

The following are some OSH principles you mayfind useful:

1. Good management fosters safety: Safetymanagement is the part of the management process thatidentifies potential hazards and failures that could resultin injury and property damage. Management is part ofthe decision-making process that considers the effectsof a possible hazard on workers, material, andorganizational relationships.

2. Safety is part of the professional job: Youshould integrate OSH concepts and procedures into yourprofessional approach to every job. That is somethingeveryone, from top management through the first-linesupervisor to the worker, should do. All training andapprentice programs should include OSH. Safetydemands cooperation among all levels of managementand workers.

3. Top management and command must beinvolved: Top management must take the lead in

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organizing OSH, setting OSH policy, and assigningOSH accountability, Management must holdintermediate management levels accountable for allpreventable mishaps. To be effective, a mishapinvestigation must not coerce, convict, or punishmanagers, supervisors, or workers. It should strive to beimpartial when assessing the evidence and then developrecommendations to avoid future mishaps. The causemay not be one single event or design flaw. Managementshould work toward a safe and healthy operation orsystem through appropriate managerial methods.

4. Safety is economical: Mishaps cost money.Costs include those for damage repair, lost work time,worker replacement and training, and compensationclaims. Safety specialists must advise managementsupervisors of how safety will reduce lost work time andenhance productivity, operational effectiveness, andmorale. Money allotted to provide protective equipmentand safe working conditions is a good investment.

5. First-line supervisors are essential to safetymanagement: The first-line supervisor (shop foreman,work center supervisor, leading petty officer) needs timefor stand-up briefings. He or she also needs the propertools and personal protective equipment for safeoperation. The first-line supervisor must have adequateresources and must be accountable for production andoperation safety. Command support, including funding,is critical to safe operations.

6. Eliminate unsafe acts to reduce mishaps:Unsafe acts, unsafe conditions, and mishaps aresymptoms of problems in the management system. You,as a manager or supervisor, must examine the symptomsto find and eliminate their causes. Lack of training, poormotivation, personality conflicts, drug or alcohol abuse,and bad attitudes are potential mishap causes. All ofthese problems are correctable through goodmanagement and supervision.

7. Severe mishaps should receive first priority:Certain circumstances and conditions carry a higher riskof producing severe injuries or costly damage. You cannormally identify, anticipate, and control some of thefollowing potentially hazardous conditions:

a.

b.

c.

Unusual, nonroutine activities, like weaponshandling

Nonproductive activities, during whichboredom can lead to horseplay or unsafe acts

Activities involving high-energy sourcessuch as melting metals in a foundry

d.

e.

f.

g.

h.

Certain construction activities, such asdemolition of a building

Catastrophic conditions and recovery fromsuch conditions

Explosive operations

Lack of proper on-site supervision

Inadequate operator skills or untrainedworkers

8. Safety is an administrative role: The OSHmanager, safety professional, or safety officer serves asan advisor. The manager is responsible for safety andsafe decision making, including loss control and riskmanagement. The safety advisor monitors and aids inthe investigation of mishaps, collection of data,evaluation of trends, and development of analyses. Heor she also promotes and educates workers in safetystrategies, controls, and mishap prevention techniques.By definition, the safety officer, advisor, or manager isa spokesperson, cooperating with all levels of theorganization. Each helps management and workersachieve a safe and healthy workplace.

9. Setting a safety example is contagious: Ifmanagement ignores safety precautions or fails to wearprotective equipment, workers receive the wrongmessage. Strict safety compliance by all levels ofsupervision sets the right example. When workers seeothers wearing proper protective equipment andfollowing precautions, they are inclined to do the same.Management must never display the attitude that safetytakes too much time or money.

10. Safety is a commitment: All levels of theorganization must see management's motivation andcommitment to safety. Therefore, management mustissue safety policy and work closely with safety councilsand committees. It must address hazard abatement,allocate resources for mishap prevention research,develop mishap prevention strategies and actions,endorse recordkeeping, and maintain accountability.Supervisors and middle management must follow safetyprecautions. They must convince workers thatmanagement is committed to safety. These efforts mustbe convincing to motivate workers to cooperate withsafety policies. Real mishap rate reductions result inimproved effectivencss and cost savings.

11. Safety must be marketed: Management must"sell safety" to the workers through a visible show ofsupport. Promotions, contests, competitions,recognitions, and posters are ways of making yoursafety program visible to the workers. Positive program

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support solicits worker cooperation and a good feelingabout safety. If you need to threaten and coerce workersinto complying with safety precautions, then your salesefforts have failed.

Commands should manage OSH just as they wouldmanage any other organizational function. Managementshould direct the safety effort by setting achievablegoals and by planning, organizing, and controlling themethods used to achieve the goals. Workers must takepart in goal setting and in developing mishap prevention

strategies and actions to reduce injuries and materiallosses.

SUMMARY

In this chapter you learned about the philosophy ofsafety and what motivates safe behavior. You learnedmethods of selling, marketing, and promoting yoursafety program. Although safety seems to be a matter ofcommon sense, you learned that safety must be taughtand reinforced.

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CHAPTER 3

MISHAP CAUSES, PREVENTION, ANDHAZARD ABATEMENT

The Navy spends millions of dollars each year ondamage, fatalities, injuries, and occupational illnesses.Mishaps seriously degrade operational readiness andwaste tax dollars. Preventing mishaps depends onidentifying, controlling, eliminating, and correctinghazards. When preventive efforts fail and mishaps dooccur, investigating them thoroughly helps to determinethe causes and prevent recurrences. The lessons learnedfrom a mishap or near-mishap can yield valuable safetyinformation.

What is a mishap? Mishap Investigation andReporting (OPNAVINST 5102.1C) defines a mishapas any unplanned or unexpected event causingpersonnel injury, occupational illness, death, materialloss or damage, or an explosion of any kind.

Mishaps are usually a painful experience. Afterbeing involved in a mishap, most people look back andsay those immortal words, "If only I..." They thenfinish the statement with "had or had not. . ." With thatinformation in mind, you should work toward makingthe words If only I obsolete. How do you do that? Youcan't be everywhere at the same time. To preventmishaps, you have to get people to think about safety.You must promote enough interest to make people wantto perform each task safely. We assume most peoplewant to do their best; but remarkably, many people donot associate best with safe. All Navy personnel mustcommit themselves to "think smart, think safety."

In this chapter, we discuss various statistics onmishap causes, prevention methods, and hazard abate-ment.

MISHAP CAUSES

Seldom does a mishap have a simple cause. Acombination of factors, coming together under just theright circumstances, usually cause the mishap. Aspecific chain of events often leads to a mishap.Breaking any link in that chain can usually prevent themishap. To prevent their recurrence, we need to knowwhat those events and the contributing causes were.Normally, we divide cause factors into the followingbroad classifications:

1. Primary cause. The primary cause, also calledthe immediate cause, is the actual, obvious cause of themishap. For example, the cause of the sailor's death wasa head injury from a fall down a ladder. The primarycause of death was the head injury.

2. Contributing causes. Contributing causes areall the factors that made up the chain of events leadingto the primary cause. Only through investigation can wedetermine these contributing causes. For example, theprimary cause of death was a head injury from a falldown a ladder. The contributing causes could have beenworn ladder treads, a missing heel on the sailor's shoe,greasy hand rails, the sailor's rushing down the ladder,or many other causes. The primary cause alone does notgive you enough information to prevent recurrence ofthe mishap.

Unsafe acts and conditions are known causes.Knowing how these unsafe acts and conditions developwill make your mishap prevention training moresuccessful.

You can stop mishaps by preventing or eliminatingthe causes. That is why all hands, especially supervisors,need to understand why mishaps occur. The more youknow about the causes of mishaps, the better equippedyou will be to prevent them.

A practical definition of a mishap cause is anythingand everything that has contributed to a mishap. Thatincludes the primary and the contributing causes. Thepurpose of this broad interpretation of a mishap cause isto encourage you to adopt a broad and open approachwhen identifying the cause of a mishap. Thus, do notfocus all your attention on the mishap alone. Investigateeverything that leads to the mishap both directly andindirectly before determining the probable cause orcauses. We categorize causes as follows:

Human error

Maintenance and support factors

Administrative and supervisory factors

Material failures or malfunctions

Environmental factors

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HUMAN ERROR

Human error causes an alarmingly high numberof mishaps. Between 50 and 75 percent of mishapinvestigations conclude that the primary cause of themishap was human error. Human error findingsconsider the human involvement before, during, andafter the mishap.

We can reduce the number of mishaps by learningto identify and control the human factors that causemishaps. Human error is part of nearly every mishap.Human error includes the actions of all personnelinvolved in the mishap. It includes those personnel whomay have maintained or repaired equipment or even theworker at the factory where a part was manufactured.Human error involves both physical and mental factors,such as the following:

Ergonomics (design of the workplace)

Physical strength and condition of the individual

Physical stresses and the body 's subsequentresponses

Mental factors, including the person's attitude;behavioral factors; ability to retain and assimilatetraining; external mental stresses, such as inter-personal relationships; and mental illnesses

All of us mentally process information we receive.Factors such as personal experiences, emotions,knowledge, motivation, and attitudes influence how weinterpret this information. They also cause us to respondin various ways to different situations. When a mishapoccurs, we carefully examine each of these factors. Eachone can cause the best trained and most skilled workerto make a wrong decision or response.

ERGONOMICS

Ergonomics refers to the technology involved inhelping people physically adjust to their workplace. It isalso called biomechanics or the man-machine interface.Basically, ergonomics concerns the design of aworkplace, space, or process to minimize stresses on thebody and to maximize production. Ergonomics becameimportant with the development of production lines thatrequired constant, repetitive motions.

A workbench that is too high or too low can causefatigue. Poor lighting can cause confusion. Emergencyswitches that are out of reach can impair a person fromcontrolling them. All of these work area designs placestress on the body that could contribute to human error.

Controls that an operator cannot reach quickly andeasily are examples of poor design. Other examples areemergency controls protected by cumbersomeinterlocks and displays that are difficult to read andinterpret.

Poor functional layout within a space causesinefficient operations and maintenance difficulties,which breed jury-rigged shortcuts. When investigatinga mishap, we must look at the work area in which themishap occurred.

TEMPORARY PHYSICALILLNESSES

Temporary physical illnesses, such as colds, flu,dizzy spells, heat stress, and nausea, affect our ability towork safely. These disorders can cause physicalimpairments that can contribute to mishaps. They canalso disrupt concentration, mental alertness, memory,and reasoning ability.

PHYSICAL IMPAIRMENTS

Physical impairments, such as back injuries orhernias, can make people susceptible to mishaps. Theweakened physical condition accompanying suchdefects can impair strength, stamina, and agility.

Mishaps also can stem from two other types ofphysical impairment—visual and hearing. Good visionis important to every job. A common visual impairmentsuch as faulty depth perception can cause mishaps suchas tripping or falling. Hearing impairments can causemishaps when persons cannot understand audiblecommunications and signals.

ALCOHOL

Alcohol is a chemical depressant. It acts as a generalanesthetic for those parts of the brain which suppress,control, and inhibit thoughts, feelings, and actions.Typical effects of alcohol consumption includeimpaired judgment, unrealistic confidence, and slowedcoordination and performance. Such effects bring aboutrisk-taking behavior associated with unsafe acts andmishaps.

DRUG ABUSE

Drug abuse causes many mishaps. Some people dieas a result of a drug overdose or respiratory depressioncaused by barbiturate intoxication. Sailors high onamphetamines and barbiturates sometimes fall

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overboard and become lost at sea. Drug abuse or permanent and temporary; headaches; fatigue; anddependence is not only hazardous to the abuser, but alsoto other personnel, to equipment, and to the operationalreadiness of the command.

Polydrugs have created still another dimension ofdrug abuse. The term refers to the mixing of two or moredrugs. Mixing alcohol with another drug is the mostcommon form of polydrug abuse. This combinationproduces effects that can be fatal.

FATIGUE

Fatigue begins when a person starts a task; thefatigue increases as the task continues. It decreasesawareness and reflex actions while increasing thechance of error. Symptoms include lower quality ofperformance, irritability, impatience, forgetfulness,confusion, and increased errors. Hard work long hours,and lack of sleep produce fatigue. In addition, suchstresses as vibration, heat, high or constant noise,inadequate illumination, anxiety, boredom, monotony,and change in routine can produce fatigue.

MOTION SICKNESS

Since motion sickness produces severe nausea, itcan weaken, distract, or disorient people. The mostcommonly experienced forms stem from the motionsassociated with aircraft, cars, trains, and ships. Thisillness is particularly dangerous because it causes a lossin normal alertness and decision-making abilities. Sucha loss can cause a person to make serious mistakes. Oncethe body becomes adjusted to these movements, throughtraining and adaptation, nausea disappears and normalfunctioning returns.

EXTREME TEMPERATURES

Extreme temperatures impair a person's overallperformance, which increases the chances ofinefficiency and mishaps. Heat stress and temperatureextremes cause problems such as fatigue, increasedreaction time, decreased mental awareness, and loss ofdexterity and coordination.

nausea. Each of these effects can impair performance.

VIBRATION

We often overlook vibration as a potential source ofdecreased work performance, and yet it routinelyaccompanies many activities. Very low-frequency,high-amplitude vibrations can cause motion sickness.Prolonged exposure to vibration commonly producesannoyance and fatigue, which can reduce performanceand effectiveness. Exposure to levels of vibration thatproduce discomfort can induce permanent physicaldamage to the internal organs.

VISUAL ACUITY

Mishap-free performance requires good visualacuity. Different problems can affect your vision duringthe day and at night. The most common problem duringdaylight is glare. Intense light reflected in randomdirections causes glare. Glare is hazardous because itcan momentarily blind you. The blindness can continuefor hours until your eyes have had time to adjust to lowlevels of light.

Even if your eyes adjust easily, your visual acuityat night is not as good as it is during the day. Night visionis extremely sensitive to stray light sources. When youreyes have adapted to darkness, a sudden flash of lightcan blind you, as glare does during the day. Theseconditions increase the chances of mishaps.

MENTAL FACTORS

Mental factors have been cited as causes involvedin numerous mishaps. Mental factors range from justbeing in a bad mood to having a serious personalitydisorder. Although medical professionals usuallyinvestigate mental factors, all mishap investigatorsshould look at these factors. In serious mishaps, amedical officer is assigned to determine physical andmental causes of human error. Medical records, priorinjuries, responses to stress, and documentedpersonality disorders are reviewed and investigated.

NOISE BEHAVIORAL FACTORS

Unnecessary or unpleasant noise causes stress by Behavioral factors include actions such asoverloading a person's nervous system. Stress can bring skylarking, risk-taking, showing off, inattention,about emotional outbursts. Since emotional outbursts disregarding instructions or orders, and flauntingare impulsive and unrestrained, they can result in authority. Such behavior results when personnel ignoremishaps. Intense noise can cause hearing loss, both safe work procedures because of undesirable motives.

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The following are examples of frequently seen displaysof undesirable motives:

Trying to save time and effort

Trying to maintain personal comfort

Trying to express resentment

An undesirable motive is clearly a complexproblem. A person does not react simply to the basicneeds of comfort, security, belonging, andself-fulfillment. Attitudes, feelings, and emotionsstemming from a multitude of sources also affect aperson's motives. Chapter 2 discussed attitudes andmotivation.

LACK OF TRAINING AND EXPERIENCE

Mishaps caused by a lack of training and experienceoccur most often when people tackle a task with whichthey are neither familiar nor qualified. Experiencedpersonnel can clearly recognize hazardous conditionsthat inexperienced persons may not notice. Since theinexperienced persons' limitations then exceed theircapabilities, a mishap may occur.

The imbalance between a person's skills andrequired levels of training shows through improperlyfollowed procedures, shortcuts, errors in judgment, andimproper maintenance and operations. Supervisorypersonnel sometimes contribute to mishaps by makingassignments without adequate knowledge of thecapabilities and limitations of their people andequipment.

When you are training inexperienced people fornew jobs, their training needs are obvious. They needyour help to gain the knowledge and skills they musthave to do a job.

Even when you provide people with the basic skillsto do a job, they may not thoroughly understand it. Theymay be unable to retain what you taught them. You mustcounterbalance this lack of understanding with closesupervision.

As people become more experienced and lessclosely supervised, training deficiencies become moreapparent. Finding people placed in tasks beyond theircurrent skill development is not uncommon. Whenasked if they can handle the assignment, many respondpositively. They do not want to appear incompetent.

Knowledge alone is not always enough to prevent amishap. Most tasks in the Navy require a certain skilllevel. These skills can vary from those required to paint

a bulkhead to those required to operate a nuclear reactor.To properly accomplish any job, people must safelydevelop skills through practice.

INTERPERSONAL RELATIONSHIPS

Since interpersonal relationships with our peers,supervisors, spouses, and parents can affect our mentalattitudes and moods, they can contribute to mishaps. Aworker's distraction because of worry about a pendingdivorce can lead to a mishap. A worker's disregard ofan order because of a personality conflict withmanagement or a supervisor can result in a mishap too.To avoid being labeled a "wimp," a person may give into peer pressure and purposely take risks, such asworking without eye protection. That can also result ina mishap.

When you investigate the causes of a mishap,carefully consider the personal lives of the peopleinvolved. Are they having problems at home? Are theyunder pressure because of financial troubles? Couldpeer interaction possibly have contributed to the causeof the mishap?

MAINTENANCE AND SUPPORT FACTORS

Maintenance and support factors include impropermaintenance, improper priority assignments on workrequests, or lack of proper quality assurance (QA).Shipyards, intermediate maintenance activities,contractors, or a ship's force may be involved withmaintenance and support.

Mishaps can result from the way the manufacturermade, assembled, or installed the equipment. They canresult from premature equipment failure caused by amanufacturer's improper processing and fabrication,improper assembly, or use of improper materials.Mishaps can also result from part failures caused by amanufacturer's deviation from design specifications,such as incorrect size, weight, strength, and similarengineering characteristics.

Material damage and personal injury mishaps canresult from improperly maintained equipment. A motorincorrectly rewound at a shipyard could short out andcause a fire. Improper QA or the lack of approved QAprocedures can result in a mishap. These types ofmishaps overlap with human error causes.

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ADMINISTRATIVE ANDSUPERVISORY FACTORS

Reviewing whether regulations and theirenforcement by all levels in the chain of command couldhave contributed to the mishap is essential during amishap investigation. Standard operating procedures(SOPs) might be unsafe. Safety standards might beincomplete or missing from a technical manual. Howthe command views and enforces the use of SOPs andother procedures could contribute to the mishap.

Consider supervisory factors. Examine theproficiency and physical condition of the supervisor.Mishaps can result from an improper level ofsupervision or a failure to require personnel to meetpersonnel qualification standards (PQS). They can alsoresult from a lack of formal and informal training of thesupervisor and the crew.

Check the adequacy of the procedures andprecautions of the task being performed when themishap occurred. Examine these areas even when everyaction seems to have been appropriate and to havefollowed prescribed procedures. You may findprocedures are incorrect or inadequate. For example, ifyou change, replace, or alter a piece of equipment, youmust update the technical manual. If you do not, theoperator or maintenance technician may accidentallyuse incorrect procedures for a particular task. Notposting the necessary instructions or removing themfrom the work area can lead to procedural problems.Instructions need to be available for reference in thework area.

Do not assume personnel already know theprecautions to take when doing a job. Make sure theylook them up in a procedural instruction or technicalmanual. Personnel must have these precautionsavailable when needed. Make sure procedurescontribute to mishap prevention by teaching personnelto follow the safety precautions for every procedure theyperform.

MATERIAL FAILURES ORMALFUNCTIONS

Consider all material failures and malfunctionsthoroughly, whether the failures or malfunctionsoccurred because of faulty design, defectivemanufacture, or repair. That does not include failurescaused by normal wear and tear. Most mishaps blamedon material failure may really involve maintenancefactors or human error.

When investigating material failures, especiallymetal fatigue failures, never try to force the pieces backtogether. That could alter or destroy the evidence neededfor more detailed laboratory analysis.

ENVIRONMENTAL CONDITIONS

Environmental conditions are usually not causefactors. For example, a cause of a mishap might beexcessive speed for existing sea conditions or failure tosecure for sea; but the high sea state did not cause themishap. We can attribute very few mishaps to "acts ofGod." Being struck by lightning maybe an act of God,but being outside during a thunderstorm was acontributing cause; therefore, the mishap was probablypreventable.

Environmental factors can damage equipment andcause injury to workers. Environmental factors includeextreme exposure to heat, cold, vibration, noise,illumination, radiation, or atmospheric contaminants.You may require electronic equipment to operate withina narrow temperature range, for instance. Deviationdegrades performance and causes system failure.Humidity also takes its toll through corrosion andmoisture accumulation. Entire systems are susceptibleto damage by extreme weather conditions that produceabnormal winds, seas, and rain.

MISHAP PREVENTION

Although a mishap usually has only one primarycause, it may have more than one contributing cause.Alone, each contributing cause may not have caused themishap. However, one contributing cause may havestarted a chain of events leading up to the mishap.Preventive efforts must be directed toward all theprimary and contributing causes.

Mishap prevention is the process of eliminatingmishap-producing causes before a mishap occurs. It isan organized effort to eliminate unsafe acts and unsafemechanical, physical, or chemical conditions. Theobject of mishap prevention is to prevent mishaps fromoccurring. If they have already occurred, the object is toprevent them from recurring. Mishap prevention takesplace through two means:

The Navy Occupational Safety and HealthDeficiency Abatement Program (NAVOSH-DAP), which identifies a hazard before a mishapoccurs and takes action to prevent recurrence

Mishap investigations, which reveal causes andidentify action needed to prevent recurrence

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HAZARD PREVENTION

Three methods are used to control the impact ofhazards. The first, and preferred, is to prevent the hazardat the design stage. The second is to identify andeliminate existing hazards. The third is to reduce thelikelihood and severity of mishaps from hazards thatcannot be eliminated.

Hazards may be prevented through appropriateactions during the design process, when operatingprocedures are developed, and when equipment ispurchased. The hazard would never exist if weanticipated problems and eliminated them before theyreached the worker. Systems commands are responsiblefor preventive actions such as system safety reviews,design reviews, and the development of operating andpurchasing procedures designed to eliminate hazards.

Usually, ships and shore commands have littlecontrol over the design process. If the design ofequipment currently in use is hazardous, retrofitting orredesign may be required. If redesigning the equipmentis beyond the scope of the activity, it may request helpfrom the systems command or higher authority. Theactivity can then use that redesign information for futuredesigns and purchases.

Hazards in the workplace may arise as the result ofan inadequate preventive maintenance program. Aneffective preventive maintenance program can keepequipment and material from degrading to the point thatthey become an operational hazard.

Standard operating procedures (SOPs), instruc-tions, or similar directives that tell how to perform workcan prevent hazards from occurring. Obvious examplesinclude SOPs for tank cleaning, foul weather operations,and asbestos removal. Personnel must be familiar with

appropriate SOPs and current updates applicable to theirduties.

Many hazards may be prevented by includingappropriate specifications in purchase orders forequipment/material. Normally, buyers have littlecontrol over specifications for equipment/materialpurchased through the Navy supply system. However,since a considerable amount of material/equipment islocally purchased, you can prevent hazards bypurchasing the proper types of material in the properamounts.

Hazardous material is of special concern. We mustminimize all local purchases of potentially hazardousmaterial. Afloat commands should purchase onlymaterial listed on the Shipboard Hazardous Material

List (SHML). Shore commands should purchase onlymaterial listed on the Authorized Use List (AUL).

HAZARD CONTROL

When preventing hazards is impossible, we mustcontrol their effects by reducing the severity of thehazards. We use several methods to control hazardpossibilities. The preferred order in which we use themis (1) substitution, (2) engineering controls, (3) admin-istrative controls, and (4) use of personal protectiveequipment.

Substitution

Replacing an existing process, material, orequipment with a similar item having a lower hazardpotential may reduce risks of injury or illness. Be carefulin substituting materials by making sure they are madeof technically acceptable materials that will not create anew hazard. Contact NAVSEA/NAVAIR forsubstitution approval. Naval Supply Systems Command(NAVSUP) must approve hazardous materialsubstitutions.

Engineering Controls

Engineering controls used to control hazardsinclude isolation and ventilation.

ISOLATION.— Isolation is the physical separationof people from contact with a hazard. This methodinvolves the use of a barrier or limiter. It may be in theform of a physical barrier or involve separation by timeor distance. Examples include machine guards,electrical insulation, sound barriers, and remote-controlled equipment.

VENTILATION.— Ventilation is the control ofpotentially hazardous airborne substances through themovement of air. Two methods are general ventilation

(or dilution ventilation) and local exhaust ventilation.General ventilation is the dilution of an airbornesubstance by mixing it with the surroundinguncontaminated air. Local exhaust ventilation (fig. 3-1)is the removal of an airborne substance at its source orpoint of generation. This method of ventilation preventsthe airborne contaminants from passing through theworker's breathing zone. Local exhaust ventilation isthe preferred and more economical method. The use ofgeneral ventilation should be limited to the control ofheat, humidity, or low toxicity solvent vapors when noother ventilation is possible.

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Figure 3-1.—Local exhaust ventilation.

Administrative Control

Administrative control employs special operatingprocedures to reduce the exposure of personnel tohazards. Examples include procedures that limit accessto high hazard areas and that provide for adjusted workschedules such as heat stress safe stay times. Anotherexample is an operating procedure requiring the use ofsemiautomatic equipment that does not require constantattendance (time separation). Adjusted work schedulesshould be used only when personnel maybe repeatedlyexposed to the hazard without adverse effect.

Personal Protective Equipment

The use of personal protective equipment (PPE) isthe least preferred method of hazard control. With thismethod, any equipment breakdown, failure, or misuseimmediately exposes the wearer to the hazard. Theeffectiveness of the PPE also depends on the consciouseffort of the user to wear it properly. Nevertheless, whenother methods cannot achieve adequate risk reduction,personal protective devices must be used, either aloneor in conjunction with other protective measures.

HAZARD IDENTIFICATION

Hazard identification occurs through observationand routine safety program evaluations, surveys, andformal inspections. The safety officer, safety manager,

safety petty officer, or safety supervisor trains people torecognize hazards. In chapters 6, 7, and 8, we discussthe program evaluation and hazard identificationprocess for shore, afloat, and aviation activities.

HAZARD REPORTING

The earliest possible detection of unsafe orunhealthful working conditions and the prompt controlof hazards identified as a result of those conditions areessential. Encourage your subordinates to submitpromptly a report of unsafe or unhealthful conditions.

All personnel should orally report unsafe orunhealthful working conditions to their immediatesupervisor. That supervisor should promptly evaluatethe situation and take appropriate corrective actions.Supervisors will contact the Occupational Safety andHealth (OSH) office, safety manager, division safetypetty officer, division officer, or safety officer forassistance, if needed. The person reporting the hazardmust be kept informed of all actions taken.

After personnel orally report an unsafe orunhealthful condition, they may expect the supervisorto investigate the situation. If their supervisor takes noaction to investigate the condition or they are unsatisfiedwith the result, personnel may submit a written report.

Ashore, the poster, DD Form 2272, DODOccupational Safety and Health Protection Program,reminds employees that hazard reporting is their

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Figure 3-2.—Navy Employee Report of Unsafe or Unhealthful Working Condition.

responsibility. They may use OPNAV 5100/11 (fig. 3-2)to report hazards. Employees should find blank copiesof such forms and posted procedures for their use inareas convenient to all workplaces. Employees whowish to remain anonymous should say so on the form.

Upon receipt of a hazard report, the OSH officeshould contact the originator by telephone toacknowledge receipt of the form and discuss theseriousness of the reported hazard. The OSH officeshould investigate all reports brought to its attention.Investigations of alleged imminent danger situations are

made within 24 hours. Potentially serious situations areinvestigated within 3 days.

Forces afloat use the Safety Hazard Report(OPNAV Form 3120/5) (fig. 3-3). Personnel my submita handwritten report that simply states the nature of thecondition and its location. An originator who desires thathis or her name not be revealed should state so in thereport. All personnel should have access to these forms;make sure you educate your personnel in their use.

Upon receipt of a report, the safety officer contactsthe originator to acknowledge receipt and discuss the

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Figure 3-3.—Safety Hazard Report.

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seriousness of the reported condition. The safety officeradvises the cognizant division officer that anunsafe/unhealthful working condition has beenreported.

Alleged critical danger situations will be evaluatedimmediately. If possible, potentially serious ormoderate situations will be evaluated within 3 days.

The aviation community has its own hazard report(HR) system, covered in OPNAVINST 3750.6R.Aviation hazard reports (HRs) are used as follows:

To report a hazard and the remedial action takenso that others can take similar action to eliminatethe hazard

To report a hazard and recommend that anotherorganization take corrective action to eliminatethe hazard

To report a hazard so that some otherorganization may determine the propercorrective action to eliminate the hazard

Personnel in aviation squadrons and wings mustsubmit an HR whenever they detect a hazard. Commandaviation safety programs must encourage personnel toreport hazards. Personnel send HRs by mail or messagedirectly to the Naval Safety Center (NAVSAFECEN).The NAVSAFECEN will guard the report'sconfidentiality and distribute a sanitized report, as itbe l ieves necessary . Reports may inc luderecommendations for corrective action within thecommand.

Four aviation hazards require special formats: bird(and bat) strikes; near mid-air collisions; physiologicalepisodes; and embarked landing hazards. When thesehazards occur, but they do not meet the criteria of adefined aircraft mishap, you must submit an HR usingthe proper, prescribed format.

Hazard Report Responses

The shore OSH office or afloat safety officer willprovide an interim or final response in writing to theoriginator of the reported condition within 10 workingdays of receipt of the report. Interim responses willinclude the expected date for a final response. If theevaluation identifies a hazard and its cause, the finalresponse will include a summary of the action taken forabatement of the deficiency. If no significant hazard isfound to exist, the reply will include the basis for thatdetermination.

The final response shall encourage the originator tocontact the OSH office or afloat safety officer if he orshe desires additional information or is dissatisfied withthe response. If the originator remains dissatisfied afterdiscussing the matter, the individual must be advised ofthe right to appeal to the commanding officer.

The commanding officer, or his/her representative,will respond to the originator of the appeal within 10working days. An interim response will suffice if theevaluation is incomplete at that time. If still dissatisfied,the military or civilian employee has the right to furtherappeal. Personnel may appeal all the way through thechain of command to the Deputy Assistant Secretary ofDefense (DASD) (Environment, Safety& OccupationalHealth [ES&OH]). Civilians may continue their appealto the Department of Labor.

Encourage the reporting of hazards, but make sureemployees and military members understand that youare taking corrective action. As a supervisor you musttake all reports of hazards seriously, no matter howminor.

The Naval Safety Center tracks aviation hazardreport corrective actions.

SAFETYGRAM Reports

Aboard ship, safety officers and personnel maysubmit a SAFETYGRAM, OPNAV 5102/4 (fig. 3-4),to report a hazard, voice a concern, or ask a safetyquestion. They do not need to send the SAFETYGRAMthrough the chain of command, but can mail it directlyto the Naval Safety Center. Usually, this type of hazardreporting is not used for hazards within a particular ship,but for those that may affect other similar units.OPNAVINST 5100.19D, chapter A6, explains how tosubmit a SAFETYGRAM.

SAFETYGRAMs can be used to reportnear-mishaps. A near-mishap is an occurrence that,except for proximity or timely action, would haveresulted in damage or injury to personnel. While thenear-mishap does not cause personnel injury or damageto equipment or material, it does serve notice that ahazardous condition exists. This condition could resultin a future mishap. The near-mishap is significantbecause it can serve as a warning to supervisors of anunsafe condition.

When a near-mishap occurs, personnel can submita Safety Hazard Report to their supervisor or thecommand's safety officer. They can also send aSAFETYGRAM to the Naval Safety Center. The safety

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Figure 3-4.—SAFETYGRAM.

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Figure 3-5.—Internal Mishap/Near Mishap Investigation Report.

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officer reports the findings of the near-mishapinvestigation on an Internal Mishap/Near MishapInvestigation Report (fig. 3-5). If you ignore theconditions that cause near-mishaps, you are sure toinvite a real mishap.

Injury Reports

Injury reports and trends in minor injuries canidentify hazards and problem areas. Trends may reveala lack of training, poor enforcement of PPE use, or anincorrect operating procedure.

Reports of injuries are treated as follows:

Afloat, the medical department treating acrewmember completes an injury report and forwards itto the safety officer for investigation.

Ashore, the OSH office or command keeps a logof Navy injuries and occupational illnesses (civilian andmilitary ashore). It also submits a quarterly report ofNavy and civilian occupational injuries and illnesses, aswell as an annual report.

Shore activities also maintain records of all FederalEmployees Compensation Act (FECA) claims. Theseclaims can also alert a safety manager to local mishapsand hazard trends.

HAZARD ABATEMENT

Once we have identified and reported a hazard, thenext step is corrective action. How do we get it fixed?Some remedies are simple. If someone is not wearinggoggles, you provide a pair of goggles. Some correctiveactions may be extensive and expensive. Renovation ofa ventilation system to remove acid mist may take years.We can take temporary measures to protect workers, butwe must take permanent measures to decrease thehazard.

One of the first steps in a hazard abatement programis to prioritize the hazards. That requires assessing thehazard and assigning some type of quantifier. Eachidentified hazard that cannot be corrected immediatelyis assigned a risk assessment code (RAC). The RACrepresents the degree of risk associated with thedeficiency based on the combined elements of hazard

severity and mishap probability. You derive the RACas explained in the following paragraphs.

HAZARD SEVERITY

The hazard severity is an assessment of the worstpotential consequence that is likely to occur as a resultof a deficiency. The most unfavorable degree of injury,occupational illness, or property damage defines the"worst potential consequence." The OSH office orsafety officer assigns roman numerals to hazard severitycategories using the following criteria:

Category I—Catastrophic: The hazard maycause death or loss of a facility.

Category II—Critical: May cause severe injury,severe occupational illness, or minor propertydamage.

Category III—Marginal: May cause minorinjury, minor occupational illness, or minorproperty damage.

Category IV—Negligible: Probably would notaffect personnel safety or health, but isnevertheless in violation of a NAVOSH standard.

MISHAP PROBABILITY

The mishap probability is the likelihood that ahazard will result in a mishap. The mishap probabilityis based on the assessment of such factors as location,cycles or hours of operation, and affected population.The OSH office or safety officer assigns an arabic letterto the mishap probabilities according to the followingcriteria:

RISK

Subcategory A: Likely to occur immediately orwithin a short period of time.

Subcategory B: Probably will occur in time.

Subcategory C: May occur in time.

Subcategory D: Unlikely to occur.

ASSESSMENT CODE

The risk assessment code (RAC) is an expression ofrisk that combines the elements of hazard severity and

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Table 3-1.—Risk Assessment Code (RAC)

mishap probability. Using the matrix in table 3-1, we NAVOSH DEFICIENCY NOTICEexpress the RAC as a single arabic number that we useto help determine hazard abatement priorities. RACs are Ashore, civilian and military hazard correction is

used on the various hazard reports, mishap reports, and documented on a NAVOSH Deficiency Notice,mishap investigation reports. OPNAV 5100/12 (fig. 3-6). Section A describes the

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Figure 3-6.—NAVOSH Deficiency Notice.

hazard/deficiency. The activity safety office forwards acopy to the official in charge of the operation where thedeficiency occurs. Copies of OPNAV5100/12 for RAC1, 2, and 3 deficiencies must be posted in the area of thedeficiency until the hazard has been abated.

The official in charge of the operation takes promptaction to correct the deficiency. Within 30 days of thedate of the notice, he or she completes section B andreturns a copy to the activity safety office. Work areas

awaiting permanent abatement initiate interim

protective measures. The report should show the statusof the deficiency in one of the following categories:

The deficiency has been corrected.

An abatement project has been initiated.

INSTALLATION HAZARDABATEMENT PLAN

Ashore, a formal installation hazard abatement planrecords deficiencies assigned RACs 1, 2, and 3 that

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require more than 30 days for correction. This planshould include the following standard data for eachdeficiency (or logical grouping of similar deficiencies):

Dates of hazard identification

Location of the hazard(s)

Description of the hazard(s), including referenceto applicable standards

Estimated RAC (with hazard severity, probabil-ity of single occurrence, and annual personnelexposure cited separately) or calculated RAC

Interim control measures in effect

Description of the abatement action, includingestimated cost and completion date

Closeout statement, showing: completed abate-ment action and actual cost, with date of com-pleted action; or process discontinued or worksite vacated

The installation abatement plan is available forreview locally by recognized employee organizations,where applicable.

AFLOAT HAZARD ABATEMENT PLAN

The safety officer usually maintains a record orsome type of log of safety hazard reports. This log isrecommended but not required. This log can be used totrack hazards that arc corrected immediately or quickly.Hazards that require additional time to correct areentered into the 3-M Systems. Such hazards/deficiencies should be the subject of a 4790/2K andentered into the current ship's maintenance project(CSMP).

A safety hazard code, similar to an RAC, is placedin block 15 of the OPNAV 4790/2K; the safety hazardis explained in the Description/Remarks block. TheCSMP is the Hazard Abatement Plan for forces afloat.Option "D" of the CSMP lists the OPNAV 4790/2Ksthat were marked as safety hazards. The safety officermaintains the CSMP listing of NAVOSHhazards/deficiencies that require authorization offunding by higher authority. A ship, shipyard, orintermediate maintenance activity that has NAVOSHdeficiencies it cannot correct should submit a request tothe type commander for either an alteration equivalentto repair or a ship alteration.

INTERIM HAZARD CORRECTION

We recognize that immediate abatement ofdeficiencies in working conditions may not always bepossible and that some temporary deviation fromNAVOSH standards may be required. Therefore, youmust establish appropriate interim controls as soon asyou note the deficiency. Ashore, you should documentsuch controls on the NAVOSH Deficiency Notice asprescribed in chapter 9 of OPNAVINST 5100.23F. Theactivity safety office approves interim protectivemeasures in effect for more than 60 days. Afloat, theinterim action should be documented on the SafetyHazard Report. For an RAC 1 (critical) or 2 (serious)hazard, the commanding officer must personallyapprove the interim control.

When you must delay correcting an unsafecondition for reasons such as a shortage of funds,personnel, or equipment, take appropriate temporaryprecautions to protect workers until the correction ismade. Such precautions may include securinghazardous areas, disconnecting power sources,removing equipment from service, posting warningsigns, or even verbally warning workers of thehazardous condition. Take temporary precautionspromptly to reduce the hazard to personnel.

We need to address your authority to correct unsafeconditions at this point. Sometimes an unsafe conditionmay arise that requires immediate corrective actionbecause it poses an immediate danger to life or limb. Wecall that an imminent danger situation. Act as yourjudgment tells you to act to meet the emergency. Do notdelay! Do not worry about whether or not you have theauthority. YOU HAVE IT!

HAZARD AWARENESS DEVELOPMENT

When we were young, adults tried to prepare us tolive safely. They cautioned us over and over about thehazards we would encounter. "Look both ways beforeyou cross the street." "Never swim alone." "Stay outof the medicine cabinet." These are some of thesafety-related litanies adults repeated to us day in andday out. In school, our teachers also gave us safetyinstructions. Today, we are still learning about hazards.

As we grew, our own experiences made thewarnings we received by word of mouth even morevivid. We slipped in the bathtub, broke our toys, cutourselves with knives, damaged our bicycles, and soon.We not only encountered hazards, but experienced theresults of failing to heed warnings about hazards.

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Since we obviously cannot expect to experienceeverything in life ourselves, we must learn from theexperiences of others. We need to heed the lessonslearned by those who have gone before us.

Safety precautions and operating instructionsprovide documentation of experiences that teach usclear lessons. By heeding these precautions and instruc-tions, we can prepare ourselves to live successfully andsafely in our everyday environment.

We can learn about mishap prevention from actualmishaps. Experience shows what went wrong and howoften. It also shows what has to be done to correct apotential mishap problem. Safety rules and operationand maintenance procedures and practices reflectlessons learned from past mishaps.

Environment, equipment design, or lack of findingor training increases the hazards of some conditions. Forexample, the best setting for a piece of equipment andits operator is a stable platform. However, the shipboardenvironment cannot always provide the ideal setting.

The environment of a naval ship is potentiallydangerous. Fuel, ammunition, high temperatures,electrical circuits, steel decks, salt water, ladders, voids,and machinery create conditions that can catch theunwary. In the aviation community, high-performanceaircraft make the hazards even greater. Everyone in theNavy must be aware of these hazards.

Make sure you provide hazard awareness training.The hidden hazards are the ones that often causemishaps. Routine tasks may lull people into a false senseof security; they may then be tripped up by somethingthat appeared irrelevant or that they did not notice. Adetailed review of the conditions that existed at the timeof a mishap might reveal hazards that would have beenobvious to the trained observer.

Teach people that they should not take risks whenthey suspect something is wrong or take shortcuts to

avoid the inconvenience of safe practices. Make themrealize that a disabling injury or lost or damagedequipment is much more inconvenient in the long run.

Use formal and on-the-job training to develophazard awareness. Measure that awareness by the abilityof your people to identify hazards. Although you canteach people to identify known hazards, you may havedifficulty teaching them to recognize hidden hazards.Their skill level, experience, attitude, and sense ofresponsibility may affect their ability to identify hiddenhazards. You must be able to recognize and evaluatethose areas that affect your people's ability to learn. Youmust be able to teach others what you know and whatyou have learned through experience.

As a result of changing technology, the workingenvironment constantly undergoes new developmentsand receives new equipment. Therefore, in spite ofconscientious mishap prevention, you must alwayswatch for hazards in the work environment. Hazardsmay exist because of mistakes made by others orbecause of your own behavior. Although hazardawareness training teaches people to be more observantof hazardous conditions, it requires a certain amount ofself-awareness by the trainee. Education, training, andexperience improve the trainee's awareness.

SUMMARY

In chapter 1 we reviewed safety training require-ments. In chapter 2 we discussed safety attitudes andpromoting a safety program. All of that informationinvolves hazard awareness.

This chapter exposed you to some of the causes ofmishaps and ways to prevent them. For furtherinformation and guidance, you may find the followingreferences in Appendix I helpful. Remember, take stepsto prevent mishaps BEFORE they happen.

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CHAPTER 4

MISHAP INVESTIGATION FUNDAMENTALS

Mishaps seriously degrade operational readinessand waste tax dollars. Mishap prevention depends onhazard identification, elimination, control, andcorrection. We discussed these concepts in chapter 3.Despite all our best intentions to prevent mishaps, theystill occur. When that happens, we must thoroughlyinvestigate the mishap to prevent its recurrence. Wemust review every possible primary and contributingcause. From those causes we can learn and distributelessons and plan corrective actions.

In this chapter, we will discuss the followinginformation:

Mishap investigation responsibilities

Words and definitionsinvestigations

Privileged information

Testimonial immunity

Pre-mishap plans

Investigator training

Investigation kits

associated with mishap

Investigative procedures

MISHAP INVESTIGATIONS

The purpose of a mishap investigation is todetermine the primary and contributing causes of themishap. From those causes we can then plan correctiveaction to prevent a recurrence of the mishap. To limitmishap losses, we must analyze the frequency ofpotential mishaps and identify mishap causes.

Always investigate and report any mishap, nearmishap, or situation that could result in a mishap; butconduct mishap investigations with care. You can use anumber of investigative techniques to collect andexamine evidence, take good witness statements, anddetermine the chain of events. Whether you are assistinga safety officer with a command or local investigationor serving as a member of a mishap investigation board,the same techniques apply.

You may be required to help conduct a safetyinvestigation of a mishap, personal injury, or fatality.OPNAVINSTS 3750.6R, 5100.21B, 5100.23F, and

5102.1C contain the requirements for safetyinvestigations. Afloat Mishap Investigation Handbook,NAVSAFECEN 5102/30, contains the procedures theinvestigator should follow for afloat mishaps.

Certain mishaps are reportable to the Naval SafetyCenter. Chapters 6, 7, and 8 discuss mishap reportingfor shore, afloat, and aviation mishaps. Each communityhas its own reporting requirements. All mishaps, though,require investigation, whether or not they are reportedoutside the command.

Investigation of mishaps is the responsibility of alllevels of supervision, from the first-line supervisor tothe commanding officer. Division officers, departmentheads, or representatives appointed by the commandingofficer usually investigate serious injury or majorproperty damage mishaps. First- and second-linesupervisors investigate nondisabling injury or minorproperty damage mishaps.

An investigation is best conducted by the lowestlevel of supervision involved in the job or event thatresulted in the mishap. For instance, if impropermaintenance or operation of a pump causes a mishap,the immediate supervisor of the maintenance person oroperator often provides the best investigation.

You should investigate mishaps that occur underyour supervision for several reasons. You are close tothe jobs, working conditions, and your personnel. Youknow the details of jobs, procedures, hazards,environmental conditions, and any unusualcircumstances that might arise. You also know theexperience and personal characteristics of yourpersonnel. This knowledge provides you with a goodbackground for conducting a thorough investigation.

Conducting mishap investigations yourselfstrengthens your sense of responsibility for mishapprevention. While conducting mishap investigations,you will learn about the hazards, causes, and mishapconditions that are likely to recur. You must train newpersonnel, check for unsafe conditions and practices,and remind personnel about hazards.

Since a supervisor has the greatest influence onmishap reporting, you must take positive steps to ensurethe prompt reporting of all mishaps. Teach subordinates,especially new arrivals, to report all mishaps, includingthe "near mishaps" when only chance prevented amishap. Make sure personnel understand that hazardous

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conditions cannot be corrected unless they are reported.To fully support these efforts, follow up on all reportedmishaps with an investigation and corrective measures,

MISHAP INVESTIGATIONRESPONSIBILITIES

The commanding officer ensures all mishaps areinvestigated, no matter how minor. Serious mishaps willbe investigated by the cognizant Echelon 2 command(ashore), a mishap investigation board (afloat), or astanding aviation mishap board (aircraft mishaps). Thesafety officer or manager, as principal assistant to thecommanding officer, will ensure a mishap investigationis conducted for less serious mishaps. The actualinformal investigation may be conducted by a safetypetty officer, safety supervisor, division officer, or safetymanager.

The investigator's responsibilities includeanswering the following questions: What? Where?When? How? and Why? Notice that you are not tryingto find WHO caused the mishap. Your job is to make anobjective inquiry to learn the circumstances and causes,not to place the blame.

Each mishap shows a failure or defect in a person'sactions, a piece of equipment, an environmentalcondition, a procedure, or a combination of these items.You should thoroughly examine each situation todetermine all causes, both primary and contributory.

An important concept for you to understand is thatmishaps and injuries are two separate occurrences. Aninjury is not the mishap; it is the result of the mishap,The investigation of an injury or damage uncovers thecause of a mishap.

WORDS AND DEFINITIONS ASSOCIATEDWITH MISHAP INVESTIGATIONS

Before continuing, let's define some of the termswith which you as an investigator need to be familiar:

Evidence— Any parts, pieces, wreckage, logs,statements, records, photographs, or other items thatmay provide insight into the mishap. Physical evidenceconsists of only tangible materials that were not stagedor derived by the investigator.

JAG Manual Investigation— An official legalsearch to uncover facts concerning a mishap. The JAGmanual investigation is conducted separately from thesafety investigation and can result in punitive oradministrative action.

Mishap— Any unplanned or unexpected eventcausing personnel injury, occupational illness, death, or

material loss or damage. It also could be an explosionof any kind whether or not damage occurs.

Mishap investigation— A review of the eventsleading to, during, and following a mishap. Thecommand involved conducts the investigation using theprocedures outlined in OPNAVINSTS 3750.6R,5100.21B, 5100.23F, or 5102.1C.

Mishap Investigation Board— A formallyappointed body assigned to investigate a serious mishap.Boards are appointed for shore, afloat, and aviationactivity mishaps, depending upon the seriousness of themishap. A mishap investigation board provides itsfindings in a Mishap Investigation Report (MIR) or aShore Safety Investigation Report (SSIR).

Near Mishap— A hazardous or potentially riskyoccurrence in which injury or damage was avoidedmerely by chance.

Witness Statement— An oral, written, recorded, ordictated account of what the witness to a mishap saw,heard, felt, or perceived. Witness statements taken forsafety investigtations are never taken under oath. Theycan contain opinions, beliefs, and perceptions.Statements taken by an afloat or aviation mishap investi-gation board may become privileged information. If ashore mishap investigation board takes witnessstatements, the statements are covered under testimonialimmunity.

Additional definitions are given in enclosure (2) ofOPNAVINST 5100.21B, Afloat Mishap Investigationand Reporting.

PRIVILEGED INFORMATION

Privileged information is that informationvoluntarily provided under a promise of confidentialityor information that would not have been discovered butfor information voluntarily provided under a promise ofconfidentiality. The analyses of findings, conclusions,and recommendations of the afloat and aviation mishapinvestigation boards and any endorsements made by theboard are privileged information. Also privileged are thecalculations and deductions the board used in makingthose analyses.

A complete and comprehensive mishapinvestigation is an essential tool in identifying the causeof a mishap and thereby preventing recurrence.Traditionally, the only source of mishap information isa Judge Advocate General (JAG) investigation. Thisinvestigation detemines accountability and culpability.

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The Manual of the Judge Advocate General, JAGInstruction 5800.7C, governs the JAG Manualinvestigation. In a JAG Manual investigation, however,the reluctance of witnesses to divulge information forfear of being punished might lead to the loss of valuablesafety information. The sole purpose of the safetyinvestigation is mishap prevention, not the deter-mination of accountability. That is why we invoke theconcept of privileged information for afloat and aviationinvestigations.

Individuals may be reluctant to reveal informationpertinent to a mishap because they believe certain usesof the information could be embarrassing or detrimentalto themselves, their fellow service members, theircommand, their employer, or others. They may alsoelect to withhold information by exercising theirconstitutional right to avoid self-incrimination.

Individual members of the armed forces must beassured that they may confide in others for the mutualbenefit of fellow service members without incurringpersonal jeopardy in the process. Witnesses do notprovide statements to mishap investigation boards underoath, and requiring them to do so is prohibited. Mishapinvestigators must advise witnesses, in writing, of thepurpose for which they are providing a statement and ofthe limited use to be made of the statement. Thewitnesses' statements are not limited to matters theycould testify about in court. They may be invited toexpress opinions and speculate on possible causes of themishap.

Mishap investigation boards who believe theirdeliberations, opinions, and recommendations could beused for other than safety purposes might be reluctantto include vital safety information in their reports.Likewise, endorsers of MIRs may be reluctant to includevital safety information in their MIR endorsements(MIREs).

Should the Department of the Navy (DON) useprivileged information for any purpose other than safety,it would lose the trust of its people in future assurancesof privilege. To protect privileged information againstunauthorized disclosure, the Navy must safeguard theentire reporting cycle. That cycle includes assurances ofconfidentiality given; privileged information obtained,developed, and reported; privileged informationprotected against misuse or public disclosure; and trustin assurances of privilege and confidentiality. If anysegment of the cycle fails, we may lose vital safetyinformation. Privileged information will not be used asfollows:

In making any determination affecting theinterest of an individual involved in a mishap or

making a statement under assurances ofconfidentiality

As evidence, or to obtain evidence, in deter-mining misconduct or line-of-duty status

As evidence, or to obtain evidence, to determinethe responsibility of personnel from thestandpoint of discipline

As evidence, or to obtain evidence, to assertaffirmative claims on behalf of the government

As evidence, or to obtain evidence, to determinethe liability of the government for propertydamage caused by a mishap

As evidence, or to obtain evidence, beforeadministrative bodies, such as officer evaluationboards (USN) or field performance boards(USMC)

As evidence, or to obtain evidence, in any otheradministrative or judicial proceeding(s) todetermine misconduct or line-of-duty status, orgovernmental liability

Not all evidence collected by a mishap investigationboard is privileged. Logs, most photographs, physicalevidence, and copies of instructions are commonlyavailable to anyone with no promises of restricted use.The source of physical evidence is privileged if divulgedunder the promise of confidentiality. Other privilegeditems include the following:

Witness statements to an afloat or aviationmishap investigation board.

Preplanned photographs staged or posed by theafloat or aviation mishap investigation board toillustrate a specific condition or situation. Allcaptions or markings placed on photographssuggesting the mishap board's deliberativeprocess are also privileged. Photographs ofhuman injuries/remains that are not staged arenot privileged, but may be exempt fromdisclosure under exemption b(6) of the Freedomof Information Act.

Notes made on the board's deliberations,including personal notes made by boardmembers.

The concept of privilege has been successfully usedby the Navy aviation community and U.S. Air Force togather vital mishap information. This concept was

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applied to afloat units in OPNAVINST 5100.21B,Afloat Mishap Investigation and Reporting.

TESTIMONIAL IMMUNITY

Federal law requires the U.S. Navy to makeavailable to other federal agencies copies of mishapinvestigations occurring ashore. Because of thispotential widespread distribution, we don't use theconcept of privilege to gather information for shoremishaps. Instead, we use a similar concept that promisesthe witnesses "testimonial immunity."

We grant testimonial immunity to gatherinformation that might not ordinarily be volunteered.Although less encompassing than the concept ofprivilege used by the mishap investigation boards forafloat and aviation mishaps, testimonial immunityprotects individuals from adverse action based solely onthe information they provide.

As we saw with afloat and aviation mishaps, acomplete and comprehensive mishap investigation is anessential tool in identifying the cause of a mishap andthereby preventing recurrence. The primary source ofshore mishap information in the past was a JudgeAdvocate General (JAG) investigation. However, theJAGMAN investigation can be used to determineaccountability and culpability.

The Manual of the Judge Advocate General, JAGInstruction 5800.7C, governs the JAG Manualinvestigation. In a JAG Manual investigation, however,the reluctance of witnesses to divulge information forfear of being punished might lead to the loss of valuablesafety information. The purpose of the safetyinvestigation is mishap prevention, not the deter-mination of accountability. That is why we use theconcept of testimonial immunity for shore mishapinvestigations.

Individuals may be reluctant to reveal informationpertinent to a shore mishap because they believe certainuses of the information could be embarrassing ordetrimental to themselves, their fellow servicemembers, their command, their employer, or others.They may also elect to withhold information byexercising their constitutional right to avoid self-incrimination.

We must assure members of the armed forces thatthey may confide in others for the mutual benefit offellow service members without incurring personaljeopardy in the process. Witnesses do not providestatements to shore mishap investigation boards underoath, and requiring them to do so is prohibited. Mishapinvestigators must advise witnesses, in writing, of thepurpose for which they are providing a statement and of

the limited use to be made of the statement (fig. 4-1).The witnesses' statements are not limited to matters theycould testify about in court. They may be invited toexpress opinions and speculate on possible causes of themishap.

The Department of the Navy will not useinformation gathered under the concept of testimonialimmunity as follows:

In mating any determination affecting theinterest of an individual providing the informa-tion

As evidence, or to obtain evidence, in deter-mining misconduct or the line-of-duty status ofan individual providing the information

As evidence, or to obtain evidence, to disciplinethe individual providing the information

As evidence, or to obtain evidence, to assertaffirmative claims on behalf of the governmentagainst an individual providing the information

As evidence, or to obtain evidence, before admin-istrative bodies, such as officer evaluation boards(USN) or field performance boards, (USMC)pertaining to the individual providing theinformation

As evidence, or to obtain evidence, in any otheradministrative or judicial proceeding affectingthe individual providing the information

PRE-MISHAP PLANS

No one plans to have a mishap, but youreffectiveness in conducting an investigation maydepend on preplanning in case a mishap happens.Aviation squadrons have pre-mishap plans. These planstell who to call and what actions to take when you arefirst notified of a mishap. Nearly every airport and largecommunity has drills and plans to combat disasters.Pre-mishap plans are highly recommended for everyship and occupational safety and health (OSH) office.

Pre-mishap plans can range from one page tovolumes. They may consist of checklists for each typeof mishap. They must provide clear, concise instructionson what to do and when to do it. They should providefor

saving and maintaining an alarm system ormethod,

saving lives,

protecting lives and property from more loss, and

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Figure 4-1.—Advice to witnesses form.

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assuring a timely investigation.

The pre-mishap plan should also provide forprotecting the mishap scene as much as possible. Forexample, if a ship spills a hazardous substance into theharbor, what local agency or office do personnel fromthe ship report that spill to? Is there assistance availablefrom a shore command? Can the local medical clinicaccept personnel contaminated with a chemical? All ofthese questions can be answered with a pre-mishap plan.

Vital evidence can be lost if steps are not takenquickly to secure the area. If feasible, the plan shouldinclude phone numbers and points of contact for eachtype of emergency. Pre-mishap plans are usually part ofthe Command Duty or Staff Duty Officer's Notebook.

INVESTIGATOR TRAINING

Whether a safety petty officer (SPO) or anexperienced safety manager, mishap investigators needsome training to ensure they can conduct a usefulinvestigation. Aviation safety officers receive extensiveformal training in aircraft mishap investigationtechniques. The Afloat Safety Officer Course currentlydevotes 3 days to mishap investigation and training. TheNaval Safety School provides a mishap investigationcourse for shore activities.

Most investigator training is done in house or onboard by a trained safety manager or safety officer. Goodtraining is the key to a good investigation; a goodinvestigation is the key to preventing mishaps. Thefollowing example demonstrates the importance of agood investigation:

A Seaman fell down a ladder and broke hisankle. He lost more than 5 work days, so hisdivisional safety petty officer (SPO) had to doan investigation and prepare a report. The SPOtalked to one person who saw the SN fall. Thatperson said the SN was hurrying to get to chowand slipped on the middle step. The SPO listedthe cause of the mishap as inattention andrushing. The resulting mishap report was threesentences long. The next week another sailorfell down that same ladder and died.

What is wrong with this story? Perhaps the SPO wasnot trained in conducting a mishap investigation.Perhaps the SPO didn't realize the importance of themishap investigator's job. When a formal mishapinvestigation board investigated the second mishap, itfound the following evidence:

A

Worn ladder treads

No nonskid at either end of the ladder

Dirty ladder treads and greasy hand rails

A burned out light at the top of the ladder

Missing pins from the bottom handrail attach-ment

The routine practice of requiring personnel whoused that ladder to work until chow was nearlyover resulted in personnel hurrying to the messdecks

thorough investigation of the first mishap mayhave prevented the fatality. The training of thatinvestigator may have saved a life.

INVESTIGATION KITS

In the movies we see civilian investigators with theircameras, fingerprint kits, and magnifying glasses.Although you may not investigate enough mishaps tojustify having a professional kit, you may find thefollowing equipment useful during evidence collectionand mishap scene evaluation. Most of the equipment iscommon and will be available on board ship or at youractivity.

Blank labels or tags

A camera with flash (black and white/color film)

China marking pencils (red and black)

Manila envelopes

Felt-tip markers (red and black)

A two-cell, explosion-proof flashlight (withspare batteries)

Graph paper

A hacksaw (frame and blades)

A 2 1/4-inch adjustable inspection mirror

A notebook

Plastic envelopes or small plastic bags withscalable openings

Pliers (regular, needle nose, and wire cutters)

A pocket knife

Polyethylene rope (yellow)

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A magnetic retrieving tool

A 12-inch wooden ruler

A screwdriver (flat and Phillips head)

Steel measuring tapes (12-foot and 100-foot)

A video camera (optional)

A voltage tester

Adjustable wrenches (6-inch and 8-inch)

A yellow lumber crayon

Investigating a mishap scene could expose you tohealth hazards such as soot, sharp metal, toxicchemicals, or asbestos fibers in torn lagging. In suchcases, you need to wear at least the following protectiveequipment:

Disposable coveralls

Protective gloves

Adequate respiratory protection

Safety glasses and goggles

Safety shoes

If a respirator is necessary, your respiratoryprotection officer or shore Respiratory ProtectionProgram manager can help you get fit-tested and ensureyou receive the required medical screening.

INVESTIGATIVE PROCEDURES

A mishap has occurred! The worst that couldhappen has happened! What are your priorities? Thereis no question about the first priority at a mishapsite—save lives and prevent more injury and propertyloss. Aboard ship, damage control takes priority overpreserving the scene of the mishap for investigators.

Begin your investigation as soon as possible afterthe mishap. The sooner you begin, the better yourinvestigation will be. Witnesses will be present. You cangather more accurate facts because the damage andmaterials involved will be in the same relative positionas when the mishap occurred.

The mishap investigator is seldom the first to arriveat the scene of a mishap. An activity with a pre-mishapplan will have a supervisor on the scene who knows howto protect the site, detain witnesses, and provideobservations. Protecting and preserving the mishap siteis important. However, it may be necessary to disturbthe scene for damage control purposes.

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Your first overall observation and analysis onarrival at the scene is critical. Slow your approach to thescene so that you can observe the overall big picture.

Start your investigation the minute you arrive, butdon't hinder damage control or first-aid efforts. Don'tbecome part of the mishap! Once people have calmeddown, victims have been removed, and the area is safe,your priorities are as follows:

Preserve the evidence

Protect the mishap site

Secure the evidence

You will have little time to plan your investigation.Always be ready to begin collecting facts and evaluatingthe situation with little prior notification.

Preserving Evidence

Mishaps gather crowds! People forget their workand begin running in all directions as they rush in for alook. Too often, many more people arrive on the scenethan need to be there. Preserving evidence andcontrolling activities under these conditions is almosthopeless. Evidence gets washed away, trampled on,thrown over the side, picked up as a souvenir, or scoopedup in initial clean-up efforts.

When a mishap occurs, especially aboard ship,everyone's first thought is to get the site back to normal.That must be discouraged if it doesn't impact onoperational readiness. Anything that can be left in placeshould not be touched.

As a safety supervisor, you may be a key player inpreserving evidence until a mishap investigation boardarrives. Take the following steps (which should beincluded in your pre-mishap plan) to preserve evidence:

Cord off or secure the mishap scene. Post a guardif you must!

Get a photographer on the scene as soon aspossible to take photographs—takes lots ofphotos of everything. Use a video camera, ifavailable, as well.

Cover the scene with a tarp if the scene isoutdoors or if the scene may be disturbing topassersby.

Prevent witnesses from leaving the area. Keepthem from conversing with each other, ifpossible. Get their names and a phone number

where you can reach them, If time allows, havethem start writing down what they saw.

Ensure the medical department representative oremergency medical technician preserves anytransitory evidence, such as blood samples, fordrug and alcohol tests (if warranted andauthorized).

Minimize moving or disturbing any physicalevidence. Other investigators may be using thissame evidence, so protect it as a courtesy to allwho may need that evidence.

Before any evidence is moved, photograph itfrom several angles. If you don't have a camera,make a quick sketch or diagram.

Collecting Evidence

You may have seen investigators on television insurgical gloves placing little bits of debris in plasticbags. They handle such evidence gingerly to preventdamage to it.

You may want to collect parts, pieces, debris, andother items from the site to prevent their loss and toexamine later. Carefully wrap them in protectivematerial or place them in plastic bags, envelopes, orsmall glass or plastic containers. Accurately label eachitem with the following types of information:

Who gathered the item (You may want toquestion the person later about the position orlocation in which it was found.)

The identification of the item, if known

The time and date it was gathered

The location of the item when removed

When labeling evidence, make sure you do not putany information on the label that might be privileged. Inother words, do not indicate the source leading to yourfinding the item or any deliberative comments. Youmust share physical evidence with other investigators,since it, in itself, is not privileged.

You may also collect records such as logs, operatingprocedures, or time cards as evidence. Even though youreview the original record, make a copy of it to retain asevidence. Mark on the back who made the copy andwhen. A copy of a log made a week after the mishapmay have given someone the chance to rewrite or"correct" it. Check for erasures and added lines.

PHOTOGRAPHING.— Photographs are perhapsthe most valuable piece of evidence you will havebesides an eye witness. You can't just go in to a mishapscene and start shooting photographs at random! Youor your photographer needs to plan your shots to makethe best use of limited time and still not miss criticalinformation.

Some safety officers and safety managers keep adisposable 35-mm camera or self-developing camerareadily available. If they arrive early at the scene, havinga camera on hand may be vital. If you intend to use thebase or ship's photographer, arrange ahead of time fora review of investigation and photographic techniqueswith the photographer.

Self-developing photographs are acceptable butlack fine detail and are difficult to enlarge. Black andwhite photographs are not as helpful as color photos, butsome ships and laboratories can only develop black andwhite film. Using color film may delay developingservices. If you are using base or commercial photolaboratory services, color developing may be availableand faster. Color, 35-mm, 400-speed film used with ahigh-speed flash will do a good job. Otherwise, makedo with what is available.

Color photography is especially helpful in fireinvestigations. The color of the smoke and flames canprovide valuable information on what is burning andhow hot the fire may be. A yellowish to white flameindicates a hot flame of about 1500 degrees Celsius,while a reddish color indicates a cooler flame of about500 degrees Celsius. Red or running flames on waterindicate the burning of petroleum products. Heavy blacksmoke usually means a burning petroleum product orburning rubber or paint. Light white smoke occurs fromthe burning of combustibles such as wood or paper. Anaura of brilliance around the base of the smoke indicatesburning metal.

Take care to avoid underexposure when takingphotos of fire scenes after the fire is out. Charred andsooty material may absorb the light from your flash.

Be sensitive to photographs that show bodies orbody parts, especially if the victim can be identified. Ifthe mishap was controversial or has high public interest,be careful about using commercial photo developingservices. We don't want to tempt a technician to sendone of your photos to the local newspaper.

If you use Navy developing services, ask for thenegatives, proof sheets, and all prints. Get proof sheetsand decide which photos you want printed. You shouldovershoot but underprint—take duplicate photos with

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Figure 4-2.—Investigation photograph with ruler to show scale.

different light, exposures, or angle; but only print thegood shots.

Photographs are physical evidence. They can beshared among investigators. The only exception is ifthe mishap investigation board deliberately stages aphotograph. Based on its deliberations, the boardmay want a photograph staged to prove or disprove apoint. For example, the board may decide that aworker was electrocuted by touching a light switchover a metal sink. To prove that could havehappened, the board may have a worker of the sameheight stand in the same spot to try to reenacttouching the switch. Staging the photograph to showthat the victim could reach the switch makes thatphotograph and its negative privileged information.Also, if a mishap board member writes or drawssomething on a photograph based on boarddeliberations, the photograph then becomesprivileged. The negative to that photograph, withoutthe writing, is not privileged.

When taking photographs for your investigation,keep the following tips in mind:

• Take a few shots while approaching the mishap.Follow the path of travel of the victim.

• Photograph anything that may get moved or

collected. • If you get there while the mishap is in progress,

take photos of the onlookers and emergencyresponse personnel. That may provide identifi-cation of witnesses to the mishap and where theywere standing.

• Get photos from all sides, if possible. • Photograph the debris so that you can see

details—get close but keep some background inthe photo to show a relationship with otherevidence.

• Show a scale of the item by photographing a

person, a hand, a ruler, or a clipboard next to theitem (fig. 4-2).

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—

Use a pen or pencil to draw arrows to parts of thephotograph you wish to draw attention to.

Take wide-angle shots as well as close-ups.

Identify your photo by including a photo log,slate, or card in the photo with a code or numberor some other method of identification.

Label each photo according to your log or record,telling when it was taken, who took it, under whatconditions it was taken, where it was taken from, andwhat it shows. Otherwise, you may end up with a photoof a jumble of wires and twisted metal with no clue asto what the photo is of. It is embarrassing to leaf througha stack of photographs and not even know which angleis up!

VIDEOTAPING.— Videotaping is a valuablemethod of recording a mishap scene, but it is not asubstitute for still photography. A video tape showsresponders in action and shows movement and color;but it cannot be studied as well as a photo.

Recording a reenactment of the chain of eventsleading to a mishap can serve as a valuable supplementto still photography. A videotape made by an afloat oraviation mishap investigation board to reenact a mishapis privileged, since the tape reflects the board's

deliberations.passersby, or

Other video tapes made by reporters,a single investigator are not privileged

since they are physical evidence.

SKETCHING, DIAGRAMING, AND CHAR-TING.— A sketch is a drawing made at a mishap site. Itis usually a rough, stylized drawing that can besmoothed up later into a more accurate diagram. Chartsare usually tables of information, measurements, orstatistics used to clarify certain points. You may alsohave charts of speeds, instrument readings, andtemperatures.

The same rules that apply to the labeling ofphotographs apply to the labeling of sketches anddiagrams (fig. 4-3). Carefully label sketches anddiagrams as you would a photograph. The advantagethat a diagram has over a photograph is that it is lesscluttered. A diagram can show movement with arrows,angles, positions of people and parts, and key distances.Drawn closely to scale, it can emphasize certain aspectsof a photograph to clarify a point. Sketches may be theonly evidence you have from a mishap scene ifphotographs were not available before evidence wasmoved.

With a sketch or diagram, you can add informationlike temperatures, air flow, plots of noise, and lighting.

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Figure 4-3. Sketch of mishap scene.

Use grid or graph paper, if available, to help draw toscale. Mark sketches or diagrams aboard ships showingforward and aft, port and starboard, compartmentnumber, or frame number. Ashore, mark magnetic northor place north in the upper left corner. Use keylandmarks or features to orient your drawing. Mark keypoints, distances, and movement on a spare navigationchart or map. Remember to be as accurate as possible.Some items to record and measure include thefollowing:

Location of injured and dead personnel

Machines and equipment affected by the mishap

Parts broken off or detached from the equipment

Objects damaged, marked, or struck against

Gouges, scratches, dents, or paint smears

Tracks or similar indications of movement

Defects or irregularities

Accumulations of stains or fluids

Spilled or contaminated substances

Areas of debris

Sources of possible distractions or adverseenvironmental conditions

Safety devices and equipment

Positions of people and witnesses

Possible movement of people, before, during, orafter a mishap

Look for things that are obviously missing. A keypart of a machine may not have been replaced duringmaintenance.

Using Various Types of Witnesses

We usually think of witnesses as being people whowere at or near the mishap scene who can providehelpful information. But witnesses need not be human.A witness can be anything or anyone who providesinsight into a mishap. A witness may not have even beennear the mishap but can provide information aboutevents leading up to the mishap. Some mishapinvestigation courses identify four types of witnesses,known as the four "P 's": people, parts, position, andpaper.

People. People can include others besideseyewitnesses, participants, and victims. They canbe your friends, supervisors, or anyone who canprovide information about the mishap. They canalso be technical representatives for equipmentor aircraft involved in the mishap.

Parts. Parts include debris, wreckage, charredwood, failed machinery, support equipment, orstressed metals found at the mishap site.

Position. Position includes the mishap location,patterns of movement, where victims werefound, and where the wreckage was found or wasresting after the mishap.

Paper. Paper, such as logs, records, reports,drawings, and recordings, provides witnessinginformation. Although we may not think of themas paper-type products, floppy disks also fall intothis category.

All of these items "testify" about the mishap. Butby far the most valuable information about "how" themishap occurred comes from the human witness.

In a JAG Manual investigation or any other legalinvestigation, the investigator is interested in the truth.Witnesses must swear under oath that their testimony istrue. The written testimony of witnesses, which can beused against them, must stand up in court.

Witnesses are sometimes reluctant to fullycooperate in legal investigations because they fearretribution. That inhibits investigators from getting allthe pertinent information.

A safety investigation cannot risk the withholdingof information! Therefore, witness testimony in a safetyinvestigation is NEVER TAKEN UNDER OATH! Thesafety investigator and witness must share a free andopen flow of truthful information. Witnesses must beconfident that what they say will not be used againstthem in any disciplinary or administrative proceeding.Witnesses must feel free to share rumors; their opinions,thoughts, or recommendations; or any other informationabout the mishap. They must understand that the onlypurpose for the information is SAFETY and thatinvestigators need to know everything about the mishapto prevent recurrence.

Safety officers, safety petty officers, or safetysupervisors who conduct an informal investigation maytake oral testimony. Although you may take notes, becareful to avoid documenting any information that maybe used to harm witnesses or their command. For a

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command or local investigation, assure witnesses thatyou will not use the information against them, but letthem know the report is releasable under the Freedomof Information Act (FOIA).

In a command or local investigation, informationand evidence are not privileged. That is because juniorsupervisors may lack the ability to properly protect thatinformation from release or misuse. Informationbecomes privileged only when gathered through anafloat or aviation mishap investigation board. To avoidproblems, avoid taking written statements for locallyconducted investigations.

A mishap investigation board that writes alimited-use mishap report can promise that theinformation witnesses provide will not be used againstthem. The board provides that promise in writing. AnAdvice to Witness form (fig. 4-1) is provided to allwitnesses in an afloat mishap so that they understandjust how their testimony will be used by the board.Similar forms are used in both aviation and afloatmishap investigations. These witness statements areprivileged. Shore mishap investigation boards use adifferent form giving the witness testimonial immunity.

Remember, all testimony is VOLUNTARY in asafety investigation. Witnesses can refuse to cooperate.You must explain your purpose and request theirassistance. You cannot force a person to provideinformation.

Interviewing Witnesses

Witnesses should be interviewed as soon aspractical after the mishap to ensure the integrity of theinformation. Witnesses provide better informationwhen the mishap is fresh in their minds. Waiting days,or even hours, to conduct an interview can bedetrimental.

Witnesses are strongly influenced by each otherand the news media. Given time to talk amongthemselves and compare stories, witnesses mayadd to or change their story. Seeing the mishapon the news can influence their own account.

Witnesses can forget. They forget minor details.If the witnesses didn't understand what they saw,they may use their imagination to fill in theblanks; therefore, their story may change.

Some witnesses are hostile, and, given time, maydevelop a grudge. They may find out information

that influences them to protect a friend or to tryto hurt their supervisor.

Witnesses may go out and tell all their friendsabout the exciting mishap. Each time they tell thestory, it gets better. Without knowing it, thewitnesses are embellishing the information.

Try to keep witnesses apart by giving them separatetasks at different locations. Put them to work drawing asketch of the scene, listing participants, or writing downwhat they saw. Having a dozen sailors waiting togetheron the mess deck will ensure homogenized testimony.

An investigator must also consider the personalityof the witness:

Extrovert or braggart

Timid or self-conscious

Suspicious

Excitable

Intentionally misleading

Traumatized

Untruthful

SIGNS OF UNTRUTHFULNESS

Hang-dog appearance

Repeats the questions asked

Inaudible speech

Defensive smile

Nervous laugh

Unnatural emphasis on details

Excessive detail

The interviewer determines witness reliability.Witnesses may not be intentionally misleading, but youmust compare their information to that of otherwitnesses. For example, six sailors responded to a fireaboard ship. Three said they heard the word passed andthen heard the general quarters alarm. The fourth did nothear the word passed at all. The other two heard the wordpassed after the alarm. The interviewer must determinethe credibility of each witness, compare testimony, andthen decide which account was more accurate. The first

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three may have compared stories. The fourth may havebeen too far from a 1MC speaker.

Interviewers who have the following types ofpersonalities can also influence a witness:

Commanding-type-overbearing

Proud, overconfident ("COLUMBO complex")

Overly eager

Timid, insecure, insincere

Prejudiced

Manipulative

The interviewer's body language can intimidatewitnesses or set them at ease. When interviewing, sit onthe same level as the witness, not above. Offer thewitness a soft drink or cup of coffee. Use a quiet place,such as an office or stateroom, to conduct the interview,not a crowded lunchroom. If a male is interviewing afemale (or vice versa), the interviewer should ensure thedoor remains open and the place is not secluded. Makesure you are not interrupted during the interview.Interview one-on-one—avoid ganging up on a witnesswith two or three investigators.

INTERVIEW-DO NOT INTERROGATE!

Be sincere and friendly to your witnesses. Providea phone number where you can be reached if they wishto add something they forgot to their testimony. Explainthe purpose of your investigation. Do not argue withyour witnesses.

Before your interviews, you should preplan a fewcommon questions. Asking each witness a few similarquestions can help determine if the witness's account isbelievable. Write down pertinent questions about whicha particular witness may have information. Have a basicunderstanding of the equipment, material, andprocedures surrounding the mishap. If you are notfamiliar with how a band saw works, you may not beable to ask pertinent questions about how the victimused the saw.

Ask neutral questions. Ask questions that requireexplanations, not just a yes or no answer. Listen, andpermit silent periods. Do not rush your witness. Keepthe interview on track. Solicit a witness's assistance and

recommendations to prevent recurrence of the mishap.Always start with the same question: WHAT FIRSTATTRACTED YOUR ATTENTION TO THEMIHSHAP?

You may want to use a visual orientation to jogthe witness's memory. If not too traumatic, take thewitness to the mishap scene. Let the witness explainwhat happened, who was standing where, and whathis or her actions were. First refresh the witness'smemory at the scene; then conduct the interview. Besensitive to your witness. A witness who saw a friendinjured or killed may be too upset to provide muchtestimony.

If you want to interview a victim in the hospital,check with the physician first to see if an interviewwould harm the victim. Go to the hospital sometimeother than regular visiting hours. Relatives of thevictim may be hostile, press for information, or upsetthe victim. Relatives may try to blame you or yourcommand for hurting their loved one.

In an informal interview you listen to the witnessand take notes. Although a witness may draw a sceneor write down a sequence of events, a local orcommand mishap investigation does not use Adviceto Witnesses forms or take written statements.

A mishap investigation board does use the Adviceto Witnesses form and can ask for a written statement.A witness who is reluctant to write a statement mayrecord or dictate the statement. Review dictatedstatements with the witness. Have a recordedstatement transcribed; then review it with the witness.

Let witnesses know that you may call them in laterto reinterview them or ask them more questions.Encourage witnesses to add to their testimony later,as well.

An interview has four phases:

First phase—Free narrative

Second phase—Repeat the story

Third phase—Review the information

Fourth phase—Clear up inconsistencies

Once you have interviewed and reinterviewed yourwitnesses, then you must analyze their information.

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Table 4-1.—Witness Information Chart

Sometimes developing a chart of your witness and your "best guess." Some investigators write theinformation (table 4-1) is helpful.

Determining the Sequence of Events

Now that you have your sketches, evidence,photographs, video tapes, and witness statements, youcan determine your sequence of events. That is the mostdifficult part of investigating a mishap, especially acomplex mishap. You must take all the eventssurrounding the mishap and put the jigsaw puzzletogether.

In some mishaps you have logs and records that aidyou in pinning down times and people. Start with thetimes you do have; then fill in the blanks with testimony

sequence of events on small pieces of paper and arrangethem into different sequences until a possible chain ofevents appears.

Your chain of events can start days or weeks beforethe mishap even occurred. Look as far back as neededto find a cause that could prevent recurrence.Maintenance done on an aircraft 6 weeks ago could bea contributing cause to an aircraft crash. Disconnectinga backup warning bell on a forklift last year may havecontributed to a worker's being run over last week. Allof these may be part of your sequence of events.

Your sequence of events may also be extremelyshort. A welding spark touching off a pyrotechnicdevice that detonates other ammunition that blows out

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the wall of a building may happen in a matter of seconds.The sequence of events is the investigator's bestestimate of what could have happened.

Reconstructing the Mishap

Sometimes you will find that reconstructing themishap will help you get a clear picture of how themishap occurred. Using your best guess of the sequenceof events, walk through the mishap.

Have those who take part in recreating the mishapproceed up to the point of the mishap. Use originalplayers if they are not too upset to revisit the scene. Gothrough the events slowly; then stop and discuss theevents.

Be careful not to repeat the unsafe act. You don'tneed to have another mishap on your hands! Beyond thepoint of the mishap, talk about the action taken and walkthrough it again. Try other possibilities to see if theycould have been contributing causes. Videotape thereconstruction and view the tape. Many times you willdiscover the cause of the mishap through thereconstruction.

Checking Precedence

During your investigations you should also check tosee if this same type of mishap has happened before.Based on the precept that there are "no new causes," aprevious mishap could provide clues to this mishap. TheNaval Safety Center, systems commands, and typecommanders have information on previous mishaps,near-mishaps, and systems/equipment problems thatmay provide insight. Reviewing this type of informationalso aids in formulating corrective actions.

Determining Criminal Evidence

A mishap is an unplanned event. A criminal act isan intentional or planned event. A deliberate act is not amishap. The criminal act may not be readily obviousuntil the mishap investigation is started. Arson, forexample, may not be determined until most of themishap investigation is completed.

When doing an investigation, if you find criminalevidence, stop the investigation and inform your chainof command. A mishap investigation board that finds apossible criminal act will stop its investigation, and thesenior member will inform the chain of command.Nonprivileged physical evidence can be turned over to

criminal investigators. The sources of the evidence andprivileged information are never revealed or turnedover. If directed, a mishap investigation may continue,depending on the mishap. For example, if an arson fireoccurred, but investigators found several hydrants outof commission and several hoses missing, a mishapinvestigation might look into those problems.

Analyzing Mishaps

A variety of analytical techniques are used inmishap investigations. Some are simple, while othersderived from civilian investigators are quite sophisti-cated. In this section we will define and discuss a fewof the more common analytical techniques used by DODpersonnel.

An analysis of a mishap involves many methods andtechniques of arranging facts. The facts can be used forthe following purposes:

To help determine what additional information isneeded

To establish consistency, validity, and logic

To establish sufficient and necessary causes

To help guide and support judgments andopinions

Some methods of analysis are used both to preventmishaps and investigate them. Systems safety andfailure mode analysis are detailed methods used wheninvestigating systems involving complex, interrelatedcomponents. The Navy may use these methods foraircraft and weapons systems investigations. Some ofthe results of these analyses can also be used to predictmishaps or the possibilities that certain mishaps willoccur.

The following techniques are used by some Navymishap investigators, depending on their training andthe extent of the investigation. Training is available inthe techniques through the Naval Safety School andlocal colleges and universities.

FAULT TREE ANALYSIS.— The Navy usesfault tree analysis to determine if a particular system,component, or equipment requires plannedmaintenance. It asks questions such as, If maintenanceis not done, will the system fail? If the system fails, whatis the result? Will personnel get injured? Willoperational readiness be damaged? The fault tree is a

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Figure 4-4.—Sample fault tree diagram.

symbolic diagram on paper showing "what if " problems(fig. 4-4). It also branches off into other componentsaffected by the failure. Analyzing mishap investigationinformation works backwards from the final failure tothe original component. It shows the cause-and-effectrelationship of systems.

CHANGE ANALYSIS.— Change signals trouble.A change in the steering of the ship or a change in thesound of an engine may signal trouble. Departures fromthe norm may be an element in the chain of eventsleading to a mishap. Changes interact with subsequent

changes. A change in a Maintenance Requirement Card

(MRC) could cause a change in frequency of the

maintenance. The change in frequency could change the

adequacy of the maintenance. The change in adequacy

of maintenance could change the reliability of theequipment. The change in reliability could lead to amishap. Analyzing the changes that affected a system or

procedure may provide mishap causes. In a change

analysis, we compare a mishap situation with a similar

but mishap-free situation. We determine the differences

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and analyze them. These differences may be the causefactors.

MANAGEMENT OVERSIGHT AND RISKTREE.— The management oversight and risk tree(MORT) technique uses a logic tree format as a guideto seeking facts in mishap investigations. It involves along series of interrelated questions and the use ofdiagrams, symbols, and charts. It is similar to a fault treebut adds in more supervisory and human factors. Oncecompleted, it provides a visible trail of facts andinvestigative steps.

MORT is based on the concept that all accidentallosses arise from two sources: (1) specific job oversightsand omissions, and (2) the management system factorsthat control the job. Within the MORT system, a mishapmeans an unwanted transfer of energy that producesinjury, damage, and loss.

Mishaps are prevented by using energy barriers orcontrols. For example, the energy of a piece of brokengrinding wheel causes the loss of an eye. Theappropriate energy barrier would have been a guard onthe grinder or eye protection on the worker.

TECHNIQUE OF OPERATIONS REVIEW.—The technique of operations review (TOR) method isused in mishap prevention and as an investigative tool.It is directed more at management than at hardware.TOR is a step-by-step process whose goal is the efficientoperation of a system. Analyzing the operation usingTOR after a mishap defines weaknesses in the operation.TOR usually uses a group discussion method of definingall possible and probable causes and then tracing theevents. As causes are accepted or rejected, the primarycause eventually becomes clear. TOR does not proposesolutions but does expose problems.

SUMMARY

In this chapter you have been given some mishapinvestigation fundamentals concerning investigativetechniques, collection of evidence, interviewingwitnesses, and analyzing information. These procedurescan be applied to any type of investigation, whetherashore, afloat, or involving aviation. The results of theseinvestigations provide you with the information tocomplete mishap reports. Chapters 6, 7, and 8 deal withtheir respective areas of mishap reporting.

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CHAPTER 5

NAVY OCCUPATIONAL SAFETY AND HEALTHPROGRAM FUNDAMENTALS

In chapter 1, we gave you background informationon the Navy Occupational Safety and Health(NAVOSH) Program. In this chapter, we will discussthe following areas of the NAVOSH Program:

NAVOSH Program background

NAVOSH Program elements

Scope of NAVOSH Program

Industrial hygiene surveys

Industrial hygiene terminology

Heat Stress Control and Prevention Program

Hearing Conservation Program

Hazardous Material/Hazardous Waste Program

Sight Conservation Program

Asbestos Control Program

Lead Control Program

Radiation Protection Program

Respiratory Protection Program

Personal Protective Equipment (PPE) andClothing Program

Electrical Safety Program

Tag-Out/Lock-Out Program

Gas Free Engineering Program

Medical Surveillance Program

General safety precautions

The off-duty safety program elements, such ashome, traffic, athletic, and recreation safety, are alsopart of the NAVOSH Program. Chapters 10 and 11discuss those elements.

NAVOSH PROGRAM BACKGROUND

Federal law requires the Department of Defense(DOD) and Secretary of the Navy (SECNAV) (as

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discussed in chapter 1) to establish occupational safetyand health programs. The Chief of Naval Operations(CNO) has established the NAVOSH Program inresponse to this requirement.

In 1983, the first NAVOSH Program Manual,OPNAVINST 5100.23C, was written, defining theNavy's occupational safety and health standards. Sinceprogram requirements differed significantly for militaryequipment, a separate NAVOSH manual was drafted forforces afloat. OPNAVINST 5100.19B, a revision of theSafety Precautions for Forces Afloat, was issued in1989. Numerous changes have been made to thesemanuals to make them comply with revisions toOccupational Safety and Health Administration(OSHA) standards.

NAVOSH PROGRAM ELEMENTS

The NAVOSH Program addresses the maintenanceof safe and healthful conditions in the workplace or theoccupational environment. It applies to all Navy civilianand military personnel and operations, ashore or afloat.The principle elements of the NAVOSH Program, in noparticular order of importance, are as follows:

Training

Program evaluation

Safety standards and regulations

Mishap investigation and reporting

Hazard control and deficiency abatement

Inspections, surveys, and medical surveillance

A successful NAVOSH Program is one that reduceswork-related injuries and illnesses. That results whenevery level of the organization emphasizes the program.SECNAV has overall responsibility for the NAVOSHProgram. CNO administers the program through thechain of command.

These six program elements are applied through twobasic components of the NAVOSH Program: theOccupational Health Program and the OccupationalSafety Program.

OCCUPATIONAL HEALTH PROGRAMS

Occupational health deals with preserving thehealth of workers on the job. Unlike safety, in which theresults of a mishap are quickly clear (such as a fall downa ladder), many occupational illnesses and diseasesaren't instantly apparent. They may not show up untilyears after workers have been exposed to a hazard. Sincethe effects may be slow to appear, the hazards may notbe readily obvious. One good example is hearing loss.Hearing loss normally takes place gradually as a resultof years of noise exposure.

The Navy is concerned with occupational healthissues as well as safety. They both can affect our sailors'quality of life. They can cause lost work time and costmillions of dollars in worker compensation.

Occupational health programs include thefollowing:

Heat stress control

Lead safety

Sight conservation

Hearing conservation

Respiratory protection

Asbestos control

Nonionizing radiation and laser safety

Personal protective equipment (PPE)

Hazardous material control and management

We will provide in-depth coverage of the precedingprograms in this and the following chapters. Foradditional information, consult the Navy OccupationalSafety and Health (NAVOSH) Program Manual,OPNAVINST 5100.23F, or the NAVOSH ProgramManual for Forces Afloat, OPNAVINST 5100.19D.

OCCUPATIONAL SAFETY PROGRAMS

Occupational safety concerns the prevention ofmishaps and injuries that may occur on the job. Mostsafety mishaps result in immediate injuries and materialdamage that affect mission readiness. Anytime a sailorloses a day of work because of a mishap, the commandloses a valuable resource and part of the team.

The occupational safety components of theNAVOSH Program include the following:

Deck safety

Tag-out

Electrical safety

Gas free engineering

Machinery and workshop safety

Weapons safety (general safety precautions)

Diving operations (general safety precautions)

Shipboard aircraft safety (general safetyprecautions)

Hazardous material handling, storage, anddisposal

Marine sanitation devices (MSD) and collection,holding, and transfer (CHT) safety

Often, these occupational safety and occupationalhealth programs overlap. Only by taking all NAVOSHProgram aspects, including on-duty and off-duty safety,into account can we cover the entire spectrum of today 'sNavy.

SCOPE OF THE NAVOSH PROGRAM

The NAVOSH Program applies to both civilian andmilitary workers. OPNAVINST 5100.23F, theNAVOSH Program Manual, does not address all safetyand health standards for civilian and military workersassigned ashore. In those cases, shore personnel mustfollow OSHA standards or other applicable criteria. Forexample, since the NAVOSH Program Manual does notcontain electrical safety standards, it refers readers to 29CFR 1910, General Indsutry Standards.

OPNAVINST 5100.19D, Navy OccupationalSafety and Health Program Manual for Forces Afloat,applies to all DOD civilian and military personnelassigned to or embarked on naval vessels. Thispublication defines safety standards for ships,submarines, and small craft. Volumes II and III ofOPNAVINST 5100.19D provide surface ship andsubmarine safety standards.

INDUSTRIAL HYGIENE

The shore and afloat NAVOSH manuals referpersonnel to industrial hygiene officers or industrialhygienists for assistance. Industrial hygiene is thescience of protecting workers' health through thecontrol of the work enivironment.

Historically, the health of workers was of littleconcern before 1900, even though diseases were

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attributed to certain occupations since the fourth centuryB.C. The occupational health effects of mining toxicmetals, such as lead and mercury, were studied and welldocumented in 1473. Then in the early 20th century, theU.S. Public Health Service and U.S. Bureau of Minesconducted the first detailed federal studies on workerhealth. This concern for worker health and safetyprogressed slowly until 1970, when Congress passed theOccupational Safety and Health Act (OSHA). Industrialhygiene, as a profession, has been around for severalhundred years, but didn't become a specialty within theNavy until the 1940s.

Industrial hygiene is both a science and an art; itconcerns the total realm of control of the workenvironment. This realm of control includes recognitionand detailed evaluation of workplace environmentalfactors that may cause illness, lack of well being, ordiscomfort among workers. Using this information, theindustrial hygienist formulates recommendations toalleviate safety and health problems.

When speaking of the work environment, weinclude the following factors:

Lighting

Ventilation

Air contaminants

Facility design

Physical stressors (heat, humidity, vibration,noise, radiation)

Safety hazards (flying chips, turning shafts, sawblades)

INDUSTRIAL HYGIENE SURVEYS

An industrial hygiene survey involves inspectingevery workplace at the facility or ship, from theoverhead to the deck. Inspectors observe work processesand document all potential hazards. To quantify thesehazards, inspectors take readings with meters and othertypes of equipment. They also collect air samples forlaboratory analysis (fig. 5-1). They measure noise witha sound level meter. They use small air pumps to collectdust, vapors, or gases to determine exact exposurelevels. These exposure levels help determine the hazardto workers and what controls are required. Controls arethen tailored to the facility or workplace to eliminate orlessen the hazard. These controls generally fall intothree categories:

Engineering controls (design) and substitution

Administrative controls (e.g., stay times)

Use of personal protective equipment (PPE)

An industrial hygiene officer, civilian industrialhygienist, or industrial hygiene technician conducts thesurvey. Medical clinics, environmental and preventivemedicine units, destroyer tenders, and submarinetenders provide industrial hygiene support.

INDUSTRIAL HYGIENE TERMINOLOGY

The following are some of the units and terms youwill see on workplace monitoring and industrial hygienesurvey reports:

Action level—Unless otherwise specified in aNAVOSH standard, one-half the relevantpermissible exposure level (PEL) or thresholdlimit value (TLV).

Ceiling limit (C)—The maximum hazardexposure concentration level, expressed asTLV(C), at which a person may work.

Concentration—The quantity of a substance perunit volume (in appropriate units). The followingare examples of concentration units:

mg/m3—milligrams per cubic meter forvapors, gases, fumes, or dusts.

ppm—parts per million for vapors or gases.

fibers/cc—fibers per cubic centimeter forasbestos.

Decibel (dB)—A unit used to express soundpressure levels; specifically, 20 times thelogarithm of the ratio of the measured soundpressure to a reference quantity of 20 micro-pascals (0.0002 microbars). In hearing testing,the unit used to express hearing threshold levelsas referred to audiometric zero.

Permissible exposure limit (PEL)—The legallyestablished time-weighted average (TWA)concentration or ceiling concentration of acontaminant or the exposure level of a hamlfulphysical agent that must not be exceeded.

Short-term exposure level (STEL)—The con-centration to which workers can be exposedcontinuously for a short time without sufferingfrom (1) irritation, (2) chronic or irreversibletissue damage, or (3) narcosis.

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Figure 5-1.—Industrial hygiene officer conducting a survey.

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Time-weighted average (TWA)—The averageconcentration of a contaminant in air during aspecific period, usually an 8-hour workday or a40-hour workweek.

Threshold limit value (TLV)—An atmosphericexposure level under which nearly all workerscan work without harmful effects. TLVs areestablished by the American Conference ofGovernmental Industrial Hygienists (ACGIH).

NAVOSH PROGRAMS THAT ADDRESSSPECIFIC HAZARDS

We will now discuss the administration of variousNAVOSH programs that address specific hazards.These hazards include hearing conservation, sightconservation, respiratory protection, heat stress,electrical safety (tag-out program), and personalprotective equipment. In addition, we will coverhazardous material control and management, asbestoscontrol, gas free engineering, and lead control.OPNAVINST 5100.23F, chapters 7 through 31, andOPNAVINST 5100.19D, volume I, part B, chapters B1through B12, discuss these subjects in detail. The basiccriteria are similar, whether applied ashore or afloat.Refer to the appropriate NAVOSH manual for programdetails.

HEAT STRESS CONTROL ANDPREVENTION PROGRAM

We define heat stress as any combination of work,air flow, humidity, air temperature, thermal radiation, orinternal body condition that strains the body. Heat stressbecomes excessive when the strain to regulate itstemperature exceeds the body's capability to adjust.

Personnel affected by heat stress can suffer fatigue,nausea, severe headache, and poor physical and mentalperformance. As body temperature continues to rise(because of prolonged exposure), heat rash and heatinjuries (such as heat cramps, heat exhaustion, and heatstroke) occur. Heat stroke severely impairs the body'stemperature-regulating ability and can be fatal.Recognizing heat stress symptoms and getting promptmedical attention for affected persons are all-handsresponsibilities.

From 1989 to 1992, 68 people received injuriesfrom heat exhaustion or heat stress at shore activities.All of these injuries involved lost time away from work.Thirteen people lost 5 or more workdays. Of the 41incidents involving military people, 29 (71 percent)people were drilling, playing, or taking part in physicalfitness training. The rest were working.

Aboard ship, nearly 50 heat stress reports were filedin 1991, most involving personnel wearing thefire-fighting ensemble (FFE). During Operation DesertStorm, the control of heat stress among engineeringplant watch standers was critical. In the hot climatearound Saudi Arabia, ships were unable to maintain airconditioning and ice machines that broke down fromoveruse. Heat stress caused by air and watertemperatures above 90°F threatened operationalreadiness.

Symptoms of Heat Stress

The following arc the symptoms of heat stress andthe steps you should take to help the victim:

Heat Exhaustion: Victims have pale and clammyskin and experience profuse sweating. Their pulseis fast but weak, and their breathing is fast andshallow. They may experience weakness, nausea,dizziness, and mild cramps. Move victims to a coollocation and seek medical attention for them as soonas possible.

Heat Stroke: Victims have hot, flushed, dry skin.Their pulse is fast and strong, and their breathing isfast and deep. They may twitch or vomit. Shock willfollow. Heat stroke is a life-threatening medicalemergency. Call a medical emergency immediately.

Controlling Heat Stress

You can encounter heat stress aboard U.S. Navyships in workshops, laundries, sculleries, engineeringspaces, food preparation spaces, and steam catapultspaces. Detailed surveys of ship spaces have confirmedthat these heat stress conditions often have been sosevere that a limit was placed on personnel exposures toavoid serious harm. The primary correctable causes ofheat stress in these spaces were as follows:.

Excessive steam and water leaks

Boiler air casing leaks

Missing, damaged, improperly installed ordeteriorated thermal insulation on steam piping,valves, and machinery

Ventilation system deficiencies, including designdeficiencies, missing or damaged duct work,misdirected terminals, improper or cloggedscreens, closed or partially closed CIRCLEWILLIAM dampers, dirty ventilation ducting,and inoperative fan motors and controllers

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Figure 5-2.—Heat stress monitor.

Heat stress can occur when personnel are wearinglayered, impermeable, or impervious clothing such asfire-fighting; chemical, biological, and radiological(CBR); or hazardous material protective clothing. Thepresence of atmospheric contaminants such ascombustion gases or fuel vapors may also contribute toheat stress. Heavy exertion, such as that involved inathletics, in hot, humid weather also leads to heat stress.Other conditions that lead to heat stress include reducedphysical stamina because of illness; lack of sleep; or theuse of medication, drugs, or alcohol.

Heat stress ashore is of concern when personnel arerequired to work or drill in hot weather. Many bases

raise colored flags to indicate the level of cautionrequired because of the heat.

Preventing Heat Stress

You can prevent heat stress injury as follows:

1. By detecting, correcting, and controlling the

conditions that cause heat stress

2.

3.

4.

By using dry bulb thermometers to monitorlocations in which heat stress conditions maybepresent

By restricting personnel exposure to heat stressconditions as the result of heat stress surveysconducted to determine safe stay times

By recognizing heat stress symptoms in yourselfor in shipmates and acting to prevent orminimize the effects of heat injury

Since dry bulb temperature, humidity, and radiantheat all affect the body and may cause heat stress, youmust take all three into account. Conducting a heat stresssurvey with a wet bulb globe temperature (WBGT)meter (fig. 5-2) provides a calculated WBGT index. Youcan use this index with a graph of physiological heatexposure limits (PHEL) curves to determine stay timesin that environment. Since we cannot reduce the heat,we must reduce the exposure time of the personnelworking in that heat. Stay times also take into accountthe work load of the individual.

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You can find further information and guidance on the NavyHeat Stress Control and Prevention Program in OPNAVINST

5100.19D, Navy Occupational Safety and HealthProgram Manual for Forces Afloat; and NAVMEDP-5010-3, Manual of Naval Preventive Medicine,chapter 3, "Ventilation and Thermal Stress Ashore andAfloat."

HEARING CONSERVATION PROGRAM

The Navy recognizes hearing loss as anoccupational hazard related to certain trades. Forexample, gunfire and rocket fire produce high-intensityimpulse or blast noises that can cause hearing loss.Hearing loss can result from the continuous orintermittent noises of aircraft and marine engines, aswell as industrial activities. The noise of saws, lathes,grinders, forging hammers, or internal combustionengines also creates a hazard to your hearing.

Hearing loss is a serious concern within the Navy.Action must be taken to reduce hearing loss attributedto occupational exposure. Work-related hearing lossesresult in costly compensation claims. Hearing loss mayalso cause lower productivity and efficiency and maycontribute to mishaps. To prevent occupational,noise-related hearing loss, the Navy has developed theHearing Conservation Program.

Goals of the Hearing Conservation Program

One goal of the Hearing Conservation Program isto prevent occupational hearing loss among military andcivilian workers. Another is to ensure personnel canhear well enough to perform their duties. The programelements used to achieve these goals are as follows:

Surveying all work environments to identifypotentially hazardous noise levels and personnelat risk

Using engineering controls (design methods) tolimit noise exposure

Requiring periodic hearing tests

Training personnel to protect their hearing whenworking in hazardous noise environments

Ensuring personnel use personal protectiveequipment

Education is vital to the overall success of a hearingconservation program. Make sure your personnelreceive instruction in and understand the rationale forthe following elements of the Hearing ConservationProgram:

Proper wearing and maintenance of hearing-protective devices and conditions requiring theiruse

Command program and personnel respon-sibilities for off-duty practices to help protecthearing

Encourage your personnel to use hearing-protectivedevices during off-duty activities that expose them tohazardous noise sources, such as lawn mowers, chainsaws, and firearms. All personnel exposed to gunfireduring training or to artillery or missile firing under anycircumstances must wear hearing-protective devices.

Noise Measurements

To control hazardous noise exposure, we mustaccurately determine the actual noise level usingstandard procedures and compare these levels withaccepted criteria. Noise measurements arc taken as partof the industrial hygiene survey or the workplacemonitoring program for the commands with periodicsampling requirements.

How do you know if you need hearing protection?Use the base-line thumb rule. Hearing protection isrequired when you must raise your voice to talk to aperson who is one arm length away.

Taking noise measurements is part of the base-lineor 18-month Industrial Hygiene Survey aboard ship.You need not take actual measurements during thefollow-up survey unless you suspect changes in noiselevels in the work environment. Keep records of noisemeasurements until superseded by a later survey. Largerafloat commands may establish a workplace monitoringplan to conduct periodic sampling throughout the18-month cycle.

Ashore, noise measurements arc taken according tothe workplace monitoring plan, and records aremaintained for 40 years. Resurveys are conductedwithin 30 days of any significant modifications orchanges in work routine.

Analyzing Noise Measurements

Analyzing noise measurements to assess the hazardpotential is a complex task. An industrial hygienist orsome other qualified person under the industrialhygienist's direction performs the analysis. The analysisdetermines hazardous noise areas, equipment, andprocesses.

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Figure 5-3.—Hazardous noise labels.

The person qualified to take the noise measurementsuses a sound level meter to identify all potentiallyhazardous noise areas. The work areas where the soundlevel, continuous or intermittent, is routinely greaterthan 84 dB(A) or where the peak sound pressure level,caused by impulse or impact noise, routinely exceeds140 dB are considered hazardous noise areas. Theseareas and equipment are then labeled to warn of thenoise hazard.

Hearing Tests/Audiograms

Hearing tests, or audiograms, are requiredmonitor the hearing of workers routinely exposedhazardous noise. Periodic monitoring will allow uscatch a hearing loss before it becomes severe or

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correct potential problems with hearing-protectivedevices. Audiograms test a person's hearing at a varietyof frequencies in the human speech range. Audiogramscan be conducted at most Navy clinics, aboard tenders,and aboard air capable surface ships.

Personnel working in hazardous noise areas must beentered in the Hearing Conservation Program. Militarypersonnel should have received a reference hearing testupon entry into naval service. Civilian personnel beingconsidered for employment in an occupational specialtyor area that involves routine exposure to hazardous noiseshould receive a reference audiogram. Navy employeespresently in service who do not have a reference

audiogram filed in their health record will not beassigned to duty in designated hazardous noise areasuntil they receive a reference hearing test. All personnelshould receive a hearing test periodically and beforeending their naval service or civilian service.

Labelling of Hazardous NoiseAreas and Equipment

Make sure you label designated noise-hazardousareas with the approved 8-inch by 10.5-inch decal (fig.5-3). Normally, you should apply the proper decals tothe outside of all doors or hatches leading into thenoise-hazardous area. That ensures personnel knowwhat protection they must wear in that area. Labelequipment, such as hand tools, with the approved2- by 2-inch hazardous noise sticker, NAVMED6260/2A (fig. 5-3). This sticker ensures personnel knowwhether to wear single or double protection when usingthat equipment.

Personal Hearing-Protective Devices

When a hazardous noise area or operation isidentified, we try to control or eliminate that noisehazard using engineering controls. These controlsinclude the use of acoustic material, the isolation ofnoisy equipment, or the substitution of a less noisyprocess. If we cannot reduce the noise to a safe level,then our only choice is the use of personal protective

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equipment, such as earplugs or earmuffs. Theequipment is also used as an interim measure until thenoise hazard is under control or eliminated.

Personnel working in designated hazardous noiseareas or operating noise-hazardous equipment mustwear hearing protection devices. They must wearsingle-type hearing-protective devices when noiselevels are greater than 84 dB(A). They must wear acombination of both the insert type and circumauralmuff type of hearing-protective devices in all areaswhere noise levels exceed 104 dB(A).

Each hearing-protective device is tested andassigned a noise reduction rating (NRR). This NRR tellshow many decibels the earplug or muff will reduce theexternal noise. For example, suppose the noise hazardarea is measured at 90 dB(A). If you wear an earplugwith an NRR of 20 dB, you will only be exposed to 70dB. That is well below the hazard level of greater than84 dB(A). These NRRs are listed on earplug andearmuff packaging.

Medical personnel dispense all earplugs requiringfitting. The medical representative measures theexaminee's ear canals and instructs him or her on theproper type, size, and use of earplugs. In addition, theexaminee learns how to clean and maintain the earplugs.Foam earplugs, earcaps, and earmuffs require no fitting;but personnel must be trained to use them properly.

HAZARDOUS MATERIAL/HAZARDOUSWASTE PROGRAM

We use hazardous materials daily, afloat and ashore,in maintenance, repair, and cleaning. We could notmaintain our operational effectiveness without usinghazardous materials. In using hazardous materials,however, we may also produce hazardous waste.

We can use hazardous materials effectively andsafely if we take care in their handling, storage, anddisposal. To help ensure that, OSHA passed a regulationcalled the Hazard Communication Standard, 29 CFR1910.1200. Since DOD and SECNAV have adopted thatregulation, all civilian and military employees of thefederal government must comply with it.

The hazardous materials you must use to do yourjob can be hazardous to your health and the environmentif handled improperly. Therefore, you have the right tobe trained in the use of hazardous materials and to knowany information about those materials that couldthreaten your safety or health.

To protect your rights and to ensure personnelcomply with OSHA and Environmental ProtectionAgency (EPA) regulations, the Navy has developed ahazardous material control and management program.Hazardous Material Control and Management(HMC&M), OPNAVINST 4110.2, provides the detailsof this program. OPNAVINST 5100.23F, chapter 7, andOPNAVINST 5100.19D, chapter B3, also discusshazardous material control and management.

The Naval Supply Systems Command manages theoverall program for hazardous material control andmanagement for the Navy. The program objectives areas follows:

Minimize the amount of hazardous materials inuse

Use hazardous materials safely

Decrease the amount of hazardous waste weproduce

Definition of Hazardous Material

What is hazardous material? We define hazardousmaterial as any material that, because of its quantity,concentration, or physical or chemical characteristics,may pose a real hazard to human health or theenvironment. Hazardous materials include thefollowing categories:

Aerosols

Compressed gases

Oxidizing materials

Toxic or poisonous materials

Flammable and combustible materials

Corrosive materials, such as strong acids andalkalies

Separate directives cover some materialsconsidered hazardous. They include mercury; asbestos;propellants; bulk fuels; ammunition; medical waste; andchemical, biological, and radiological materials.

Definition of Hazardous Waste

We define hazardous waste as any discardedmaterial (liquid, solid, or gas) that meets the definitionof hazardous material. Only the EnvironmentalProtection Agency or a state authority may designatematerial as hazardous waste.

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Categories of Used or ExcessHazardous Material

Afloat units turn in used or excess hazardousmaterials to Public Works Centers or other shorecollection sites. The shore site then restores, recycles, ordisposes of the used or excess hazardous materials.

Material Safety Data Sheets

Material Safety Data Sheets (MSDSs) are technicalbulletins containing information about hazardousmaterial (figs. 5-4A and 5-4B). Manufacturers produceMSDSs based on their testing and research of theirproducts. By law, they must provide the data tohazardous materials users. They tell users how to use,store, and dispose of hazardous material. OPNAVINST5100.19D requires all hands to follow these guidelines.MSDSs must be in English and contain at least thefollowing information about the material:

Identity

Hazardous ingredients

Physical and chemical characteristics

Physical hazards

Reactivity

Health hazards

Precautions for safe handling and use

Control measures

Routes of entry into the body

Emergency and first-aid procedures for exposure

Date of preparation of the MSDS or last change

Name, address, and phone number of aresponsible party who can provide additionalinformation on the hazardous material andappropriate emergency procedures

Manufacturers may use any format or arrangementof this information, but every MSDS must include allthe items. Some MSDSs contain ingredient informationthat the manufacturer considers proprietary (a tradesecret). Proprietary information is provided on thecompact disk-read only memory (CD-ROM) labeled"LR" version. The "L" version does not containproprietary information. Only safety and healthprofessionals should have access to the "LR" version ofthe CD-ROM.

Every hazardous material user must be trained onthe precautions associated with that material. MSDSsmust be available upon request to any user. If you havea question, check with your command's hazardousmaterial/hazardous waste coordinator.

Hazardous Materials Information System

The Hazardous Materials Information System(HMIS) is a computerized data base of Material SafetyData Sheets (MSDSs). It provides information forpeople working in hazardous materials management.The system provides basic technical informationrequired at all levels to aid in the proper handling,storage, transportation, and disposal of hazardousmaterials. In addition, it provides information aboutsafety, health, and environmental functions.

The HMIS data base provides useful information onmore than 70,000 hazardous materials used by DOD.The Naval Supply Systems Command distributes thedata base quarterly on Compact Disk-Read OnlyMemory (CD-ROM) as part of the Hazardous MaterialControl Management (HMC&M) CD-ROM, whichcontains the following materials:

HMIS data base with MSDSs and labels

Hazardous Material Afloat Program (HMAP)Management Guide

Hazardous Material User's Guide (HMUG)

Ships Hazardous Material List (SHML)

Safety Equipment Shopping Guide

Naval Safety Center roster

Various hazardous material and environmentalcompliance instructions

Tutorial for hardware and software

Each ship and most shore stations have been issuedcomputer compact disk (CD) players, which are ondistribution for HMC&M updates. Navy Environmentaland Preventive Medicine Units (NePMUs) also offer a1-day course that covers the retrieval of data, includingthe type of data available, from the HMIS system.

Labeling of Hazardous Materials

Labeling provides the handler, shipper, and user ofa hazardous material with critical information. Youmust ensure every container of hazardous material has

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Figure 5-4A.—Material Safety Data Sheet (front).

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Figure 5-4B.—Material Safety Data Sheet (back).

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C347.3Figure 5-5.—Hazardous Chemical Warning Label.

a label. Tank trucks and railroad tank cards must beplacarded with Department of Transportation (DOT)symbols.

Although the format of the label may differ fromcompany to company, the OSHA HazardCommunication Standard mandates that certaininformation appear on the label. That informationincludes the following:

• Identity of the material or chemical

• Name and address of the manufacturer orresponsible party

• The appropriate hazard warning

DOD has a hazardous Chemical Warning Label(fig. 5-5). DOD personnel must use this label on DODmanufactured hazardous materials, repackaged containerstanks of hazardous chemicals, and unlabeledmaterials already in the DOD system. The labels are

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printed directly from the Hazardous MaterialInformation System (HMIS) data base CD-ROM onself-adhesive forms or plain paper.

Several types of multicolored signs, placards, anddecals are used to provide visual hazard warnings. Theymay contain words, shapes, symbols, pictures, or anycombination of these. Sometimes they picture theinternational symbols for gloves, aprons, goggles, andrespirators. These international symbols appear as smallpictures (called icons) on the label showing the requiredprotective equipment.

Manufacturers use various symbols and DOTshipping labels with the required OSHA labeling. Usedalone, these DOT symbols or labels do not meet theOSHA labeling requirements. Navy personnel shouldnot place any labels on containers that already haveproper labels. If you buy or receive a hazardous materialwith the minimum required labeling, do not add anyadditional labeling. If you have an unlabeled containeror one with a damaged label, you can print a label fromthe HMIS CD-ROM onto plain paper or the DD Form2 5 2 2 .

SIGHT CONSERVATION PROGRAM

The Navy must provide eye protection, atgovernment expense, for personnel working ineye-hazardous areas. Workers must wear appropriateeye protection when performing eye-hazardousoperations such as pouring or handling molten metals orcorrosive liquids and solids. Personnel must also weareye protection when cutting and welding, drilling,grinding, milling, chipping, sand blasting, or performingother dust- and particle-producing operations. Anyonenear such operations, including visitors, also must weareye-protective equipment. OPNAVINST 5100.23F,chapter 19, and OPNAVINST 5100.19D, chapter B5,provide more information on the Navy 's SightConservation Program.

Operation of an effective equipment mainte-nance program

Compliance with procedures for the use oftemporary eye wear

Operation of a comprehensive training/educationp r o g r a m

Operation of an effective enforcement program

The Navy considers any person found to have visionin one eye of 20/200 or worse to be visually impaired.You cannot assign people who have a visual impairmentto duties that present a hazard to their remaining eye.Make certain these personnel always wear protectiveeye wear, regardless of their occupation or work station.

To setup an effective sight conservation program,activity safety officers must identify eye-hazardousareas and ensure they are posted with warning signs.Commands must equip these areas with emergencyeyewash facilities. Safety officers must also identifyeye-hazardous occupations and processes that requirepersonal protective equipment and determine thesafeguards needed.

Safety officers maintain a listing of areas, processes,and operations that require eye protection. In addition,they keep a listing of areas requiring eyewash or delugeshower facilities. Safety officers maintain eye injuryrecords and ensure the program is evaluated forcompliance and effectiveness.

Labelling of Sight Hazard Areas

A warning sign and 3-inch yellow and black stripingor checkerboard markings on the deck identifyeye-hazardous areas. The black and yellow striping orcheckerboard pattern outlines the eye hazardous area.The sign warning of an eye hazard area is mounteddirectly on the hazard, part, machinery, boundarybulkhead or door in a conspicuous location. Cautionsigns should read as follows:

Basic Sight Program Requirements

All Navy activities that perform eye-hazardousoperations must have a sight conservation program. Theprogram should include, but is not restricted to, thefollowing:

Determination and evaluation of eye-hazardousareas, processes, and occupations

Operation of a vision and medical screening pro-The words should be in black letters on a yellow

background. The signs and tape arc available in thegram supply system.

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CAUTION

EYE PROTECTION REQUIRED IN THIS AREA

Figure 5-6.—Emergency eyewash stations.

Emergency Eyewash Stations

Emergency eyewash facilities are designed toprovide first aid to personnel who splash corrosivematerials into their eyes. Corrosive materials are espe-cially hazardous to the eyes because the longer thematerials contact the eyes, the more damage they cause.If you get a chip of metal in your eye, as long as youdon't rub your eye, the metal doesn't cause furtherdamage. You have time to get to sick bay to have theeye treated. Chemicals continue to cause damage as longas they remain in the eyes. Taking the time to go to sickbay for treatment could result in serious damage to theeyes. For that reason we need on the spot first aid to washthe eye to dilute the chemical.

Areas in which corrosive materials are used musthave emergency eyewash facilities. Make sure all suchemergency facilities are easily accessible to personnelin need of them. Make sure the locations of all units areunobstructed and are located as close to the hazard aspossible. In no instance should a person have to travelmore than 100 feet or take more than 10 seconds to getto the eyewash unit. People who work in areas that usegreat quantities of corrosives face the risk of splashingthe materials on their body. Those areas must beequipped with a combination deluge shower andeyewash station.

Plumbed and self-contained emergency eyewashequipment (fig. 5-6) flush the eyes using potable water.The minimum flow rate must be 0.4 gallons per minutefor 15 continuous minutes. Ensure the velocity of thewater will not hurt the user's eyes.

You must clearly mark each eyewash station with asafety instruction sign. Post signs in a visible locationclose to the eyewash unit. The sign must identify the unitas an emergency eyewash station.

ASBESTOS CONTROL PROGRAM

For many years, the Navy used asbestos as theprimary insulation (lagging) material in high-temperature machinery, shipboard boilers, and thepiping of boiler plants at shore facilities. The materialwas used as floor tile, as gasket materials, and for otheruses that required fire resistance. We now recognizeairborne asbestos fibers as a major health hazard.

The Navy developed an asbestos exposure controlprogram to protect and monitor personnel who havebeen exposed to asbestos. Aboard ship, many pipes andboilers still have asbestos insulation. However, the Navystarted a program in the mid- 1970s to use less harmfulmaterials, such as fibrous glass, for pipe and boilerinsulation.

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Asbestos removals are limited to intermediatemaintenance activities, shipyards, or contractors.Aboard ship you cannot remove asbestos insulationexcept in an operational emergency approved by thecommanding officer.

The Navy Asbestos Control Program, which is partof the NAVOSH Program, ensures compliance withOSHA regulations. It also prevents the exposure of anyNavy personnel to asbestos. The program covers thefollowing areas:

Identifying asbestos hazards

Controlling asbestos in the work environment

Following strict work practices

Properly disposing of asbestos waste

Establishing an asbestos medical surveillanceprogram

Protecting the environment

Training people to recognize asbestos hazardsand observe necessary precautions

The program's purpose is to protect personnel who,through their job or in emergency situations, come intocontact with asbestos. If personnel must handleasbestos, we must ensure they have the properprotection and training.

The Navy follows upon the health of personnel whomay have been exposed to asbestos in their current workor in the past through the Asbestos Medical SurveillanceProgram. This program monitors the health of personnelexposed to asbestos before regulations were set. It alsoscreens personnel currently assigned to emergencyasbestos removal teams.

Asbestos Health Hazards

The danger of asbestos results from the asbestosfibers that break off into small particles. These fibers aresmall enough that, when airborne, you can inhale them.Once deep in the lungs, the fibers cause scar tissue ortumors. We now link asbestos fiber exposure withdiseases such as asbestosis, lung cancer, andmesothelioma. These asbestos diseases may not showup for 15 or more years after exposure. Most cases oflung cancer in workers exposed to asbestos occur amongworkers who smoke. Workers who smoke and areexposed to asbestos have chances 90 times greater ofdeveloping cancer.

Identifying Asbestos

Can you identify asbestos? Can you tell by lookingat lagging whether or not it is asbestos? The only wayto determine if material contains asbestos is to analyzethe materials under a microscope. Every tender andrepair ship and most shore medical facilities have themicroscopes needed to test materials for asbestos and toanalyze suspected material. If in doubt about insulation,consider it to be dangerous.

Aboard ship, anyone seeing a potential asbestoshazard (open or torn lagging) should report the hazardto the chief engineer or safety officer immediately.

Controlling Exposure to Asbestos

You should never try to handle, remove, or repairsuspected asbestos material without properauthorization and special protective equipment. Eachship having asbestos on board must have a trained,3-person asbestos rip-out team for emergencies. Thisteam receives training, is medically monitored, and hasspecial protective clothing and equipment available foruse when needed.

For detailed information on asbestos protectivemeasures, refer to Naval Ships' Technical Manual(NSTM), chapter 635; Thermal, Fire, and AcousticInstallation, OPNAVINST 5100.19D, chapter B1; andOPNAVINST 5100.23F, chapter 17.

LEAD CONTROL PROGRAM

We also recognize lead as a serious health hazard.If you ingest lead, it can damage your nervous system,blood-forming organs, kidneys, and reproductivesystem. Although we normally associate lead in theNavy with lead-based paints, we also come into contactwith other sources of lead. To prevent lead poisoningand related injuries during the use, handling, removal,and melting of materials containing lead, the Navydeveloped the Lead Control Program. OPNAVINST5100.23F, chapter 21, and OPNAVINST 5100.19D,chapter B10, explain the Lead Control Program.

The following items aboard ship contain lead:

Batteries

Pipe joints

Lead-based paint

Small arms ammunition

Weights and cable sockets

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High-voltage cable shielding

Ballast and radiation shielding

Lead exposure occurs during grinding, sanding,spraying, burning, melting, and soldering. Leadexposure can also occur during machining,disassembling engines with leaded gasoline, andhandling contaminated protective clothing.

The greatest hazard comes from lead dust, since wecan easily inhale or ingest the fine particles. Mostingestion exposures occur when personnel eat or smokewithout washing the lead dust off their hands.

Elements of the Lead Control Program

The Navy's Lead Control Program includes thefollowing elements:

Medical surveillance

Worker and supervisor training

Control of lead in the workplace

Environmental protection and waste disposalprocedures

Periodic industrial hygiene surveys to identifypotential hazards from lead sources

Whenever possible, the Navy substitutes lower leadcontent or lead-free paints and coating for paintscontaining lead. However, many lead-based paints arestill in use in the Navy today. Existing coatings of paintmay contain lead, especially if they are 5 years old orolder.

Medical Surveillance for Lead Workers

Medical surveillance for lead workers consists of apreplacement medical evaluation, blood-lead levelmonitoring, and follow-up evaluations. In addition,medical surveillance includes removing personnel fromexposure to lead, when necessary, based on blood-leadlevels. Personnel must take part in the program underthe following conditions:

When a work site is found to have an airbornelevel of 30 micrograms of lead per cubic meterof air for over 8 hours

When the workers handle lead at least 30 daysper year

We must teach and warn occasional lead workersand handlers (those who handle lead less than 30 daysper year) about the hazards of lead.

RADIATION PROTECTION PROGRAM

Radiation is energy transmitted through space in theform of electromagnetic waves (rays) or nuclearparticles. Radiofrequency radiation, includingmicrowaves; x-rays; and gamma, infrared, visible light,and ultraviolet rays are electromagnetic waves. Alphaparticles, beta particles, and neutrons are nuclearparticles.

CATEGORIES OF RADIATION

Radiation is commonly divided into two categories,which are indicative of the energy of the wave orparticle: ionizing and nonionizing radiation. Radiationwith enough energy to strip electrons from atoms in themedia through which it passes is known as ionizingradiation. Examples include alpha particles, betaparticles, x-rays, and gamma rays. Less energeticradiation that is not capable of such electron stripping isknown as nonionizing radiation. Radio waves,microwaves, visible light, and ultraviolet radiationbelong to this category.

Potentially hazardous sources of ionizing andnonionizing radiation exist aboard Navy ships. Ionizingradiation sources include radioactive material andequipment that generate x-rays. Lasers, radar, andcommunications equipment emit nonionizing radiation.

RADIATION PROTECTIONPROGRAM ELEMENTS

The Radiation Protection Program consists of thefollowing elements:

Training

Medical surveillance

Identification and evaluation of radiation sources

Investigation and reporting of radiation incidents

Use of dosimetry to monitor exposure to ionizingradiation

OPNAVINST 5100.23F, chapter 22, and OPNAV-INST 5100.19D, chapter B9, outline the RadiationProtection Program. This program is designed tominimize personnel exposure to radiation from sourcesother than nuclear weapons and nuclear power systems.

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Nuclear weapons and nuclear power systems have theirown radiation protection and control programs. Theprogram excludes those individuals, who as patients, areexposed to radiation while undergoing diagnostic ortherapeutic procedures.

RESPIRATORY PROTECTION PROGRAM

Many repair and maintenance operations generateair contaminants that are dangerous if inhaled.Engineering controls, such as local exhaust ventilation,are the most effective methods of protecting personnelagainst such contaminants. When engineering controlsare not possible, personnel must wear respiratoryprotection. OPNAVINST 5100.23F, chapter 15, andOPNAVINST 5100.19D, chapter B6, cover theRespiratory Protection Program.

The Respiratory Protection Program requirestraining, fit-testing, record keeping, medical screening,and procurement and tracking of equipment. It alsorequires the purchase of respirators, spare parts, andcartridges.

Respirators have been used by workers forcenturies. Discomfort from dust and smells drove someworkers to invent their own respirators using cloth andanimal bladders. The coal mining industry took the leadin developing and certifying respirators for minerssuffering from black lung disease. In the late 1960s andearly 1970s, the National Institute for OccupationalSafety and Health (NIOSH) and the Mine Safety andHealth Administration (MSHA) were designated as thecertifying agencies for respirators.

Respirators and respirator parts are designed andmanufactured according to strict NIOSH and MSHAguidelines. Respirators that NIOSH and MSHA havetested and certified are labeled with a NIOSH/MSHAcertification number. Parts are not interchangeablebetween manufacturers.

Elements of the RespiratoryProtection Program

The Respiratory Protection Program must includethe following elements:

Written standard operating procedures

Proper, hazard-specific selection of respirators

User training in the proper operation andlimitations of respirators

Regular cleaning and disinfection of respirators

Convenient, clean, and sanitary storage ofrespirators

Inspection, repair, and maintenance ofrespirators

Industrial hygiene surveys to identify operationsrequiring respirators and to recommend specifictypes of respirators

Periodic monitoring and evaluation of programeffectiveness

Medical qualification

Use of only NIOSH and MSHA approvedrespirators

Fit-testing

Ashore, the commanding officer or officer in chargestarts the program by appointing, in writing, a certifiedrespiratory protection program manager (RPPM).Afloat, the commanding officer appoints, in writing, atrained respiratory protection officer (RPO). Althoughthe duties of the RPPM and the RPO are similar, theduties of each depend on the size of the command andthe extent to which command personnel use respirators.

Selecting the Proper Respirators

You must wear the correct respirator for the rightjob! A respirator is not going to do you any good if it isthe wrong type. Some people believe they can wear thesurgical masks worn by medical personnel duringvarious evolutions, such as deck grinding and smallwelding jobs. Those blue surgical masks serve only onepurpose—to keep the doctor from passing saliva to thepatient. Surgical masks will not protect personnel fromany type of air contaminant. Selecting and wearing thecorrect, properly fitted respirator is the only wayworkers can ensure they are protected.

Identifying Various Types of Air Contaminants

When selecting a respirator, we must firstunderstand the six types of air contamination we may beexposed to:

Dust—Small solid particles created by thebreaking up of larger particles by processes such ascrushing, grinding, sanding, or chipping. Some dusts arevery toxic, such as the sanding dust from lead-basedpaints.

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Fumes—Very small particles (1 micrometer orless) formed by the condensation of volatilized solids,usually metals. Fumes are produced from the welding,brazing, and cutting of metals.

Gas—A material that under normal conditions oftemperature and pressure tends to occupy the entirespace uniformly. Such material includes hydrogensulfide gas from the collection, holding, and transfersystem; acid gas from battery charging; and ammoniagas from deck stripping. Gases are usually invisible andsometimes odorless.

Mist and Fog—Finely divided liquid dropletssuspended in air and generated by condensation oratomization. A fog is a mist of enough concentration toobscure vision. Mists are produced when you spraysolutions such as paint and spray cleaners.

Smoke—Carbon or soot particles less than 0.1micrometer in size resulting from the incomplete com-bustion of carbonaceous materials such as coal or oil.

Vapor (inorganic or organic)—The gaseous stateof a substance that is normally a liquid or solid at roomtemperature. Vapors are produced by fuels, paints andthinners, solvent degreasers, hydraulic fluids, anddry-cleaning fluids.

Knowing what types of air contaminants these termsrefer to is critical to the proper selection of respirators.For example, many people believe that paint gives offfumes. Fumes is a common term used to describe anysmells in the air. However, fumes are actually acondensed particle of vaporized metal given off duringwelding or cutting. If you select a respirator labeledDust, Mist and Fumes to protect you from paintvapors, you will not be protected. Respirator cartridgesare labeled as to the type of protection they provide.

The workplace monitoring plan or the industrialhygiene survey will pinpoint those areas and processesthat require respirators. Since most ships carry fewexotic chemicals and have limited heavy industrialwork, they don't need a great variety of respirators orcartridges. Ashore, extensive industrial work mayrequire an activity to have a greater selection and varietyof respirators.

Identify Various Types of Respirators

You should be familiar with the three basic types ofrespirators: air-purifying, supplied-air, andself-contained. An air-purifying respirator removes aircontaminants by filtering, absorbing, adsorbing, or

Figure 5-7.—Cartridge-type respirator.

chemical reaction. This respirator may be disposable orhave a disposable prefilter on a cartridge (fig. 5-7).

You can only use the air-purifying respirator whenthe adequate oxygen (19.5 to 23.5 percent by volume)is available and the contaminant level is not immediatelydangerous to life or health (IDLH). We classifyair-purifying respirators as follows:

Particulate-removing—These respirators havefilters that remove dusts, mists, fumes, andsmokes by physically trapping the material on thefilter surface.

Gas- and vapor-removing—These respiratorshave cartridges that absorb or chemically bindvapor or gas within the cartridge.

Combination particulate and gas- and vapor-removing—These respirators are a combination ofthe preceding two types of respirators. They arerequired when you have a combination ofmaterials such as a particle (mist) and a vapor.

Since these air-purifying respirators are negative-pressure respirators, they can only be used with aircontaminants that have good warning properties, suchas odor or taste. Warning properties indicate when themask is leaking or the cartridge is used up.

The supplied-air respirator provides breathing airindependent of the environment. You must wear thistype of respirator when the following conditions exist:

1. Contaminant does not have enough odor, taste,or irritating warning properties.

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2. The contaminant is of such high concentrationof toxicity that an air-purifying respirator isinadequate.

We classify supplied-air respirators, also called air-line respirators, as demand, pressure-demand, andcontinuous-flow respirators. This respirator can be usedin IDLH situation areas if operated in the pressuredemand mode. It must also be equipped with anauxiliary, self-contained air supply of at least 15minutes.

The breathing air source for air-line respirators mustmeet at least the minimum requirements for grade Dbreathing air. A ship's LP air is NOT suitable for use asbreathing air unless it is specifically tested and certifiedto meet purity standards.

A self-contained breathing apparatus (SCBA)allows you complete independence from a fixed sourceof air. It allows the greatest degree of protection but isalso the most complex. The SCBA provides protectionin oxygen-deficient environments or otherenvironments dangerous to life or health. The SCBA isequipped with a bottle of compressed air and is used inhazardous material spill kits.

Medical Screening and Fit-TestingProcedures Required Before Usinga Respirator

Before personnel can use a respirator, they must bemedically screened and fit-tested. The ship's HospitalCorpsman, medical officer, or shore medical supportclinic conducts the medical screening. Ashore, the clinicOccupational Health Division conducts medicalscreening for civilian workers. The purpose of thescreening is to ensure that respirator users have nomedical condition that inhibits their wearing arespirator. The screening also reviews the user's healthrecord and potential for ill effects from working in ahealth-hazardous atmosphere.

A respirator mask must properly seal around theuser's face to keep contaminated air from leaking intothe mask. There are different brands, models, and sizesof respirators, all of which fit differently. Trainedpersonnel from shore medical commands,environmental and preventive medicine units, oroccupational safety and health offices fit-test respiratormasks on potential users. First they have potentialrespirator users don a mask; then they test for leakagearound the facepiece to ensure it seals properly. Afloat,larger ships and tenders, with primary duty safetyofficers, have trained fit-test personnel. Shore support

is provided to smaller ships. OPNAVINST 5100.23F,chapter 15, and OPNAVINST 5100.19D, chapter B6,give medical screening and fit-testing procedures.

PERSONAL PROTECTIVE CLOTHINGAND EQUIPMENT

Personal protective equipment (PPE) protects theuser in a hazardous environment. Any PPE breakdown,failure, or misuse immediately exposes the wearer to thehazard. Many protective devices, through misuse orimproper maintenance, can become ineffective withoutthe wearer knowing it. OPNAVINST 5100.23F, chapter20, and OPNAVINST 5100.19D, chapter B12, provideinformation on PPE and PPE issue.

Personal protective devices do not reduce oreliminate the hazard itself. They merely set up a "lastline of defense." Any equipment breakdown, failure, ormisuse immediately exposes the worker to the hazard.PPE is used as an interim measure or when engineeringcontrols cannot be applied.

Design and Construction of PersonalProtective Clothing and Equipment

All personal protective clothing and equipmentshould be designed and constructed to allow work to beperformed safely. Therefore, extensive research andtesting have been conducted to develop standards andspecifications for the design and construction ofpersonal protective clothing and equipment.

The federal government requires that personalprotective clothing and equipment meet these standardsand specifications. Therefore, the government onlyrecognizes the certification and approval of certainagencies. Those agencies include the following:

National Fire Protection Association (NFPA)

American National Standards Institute (ANSI)

Mine Safety and Health Administration (MSHA)

Occupational Safety and Health Administration(OSHA)

National Institute for Occupational Safety andHealth (NIOSH)

All crew members must wear the required personalprotective clothing and equipment. Workers shouldnotify their supervisor immediately if the requiredclothing or equipment is not available to do the assignedwork. Workers should also notify their supervisor if theyneed instruction on how to wear or use the clothing or

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Figure 5-8.—Personal protective clothing and equipment.

equipment. All personnel required to wear personalprotective clothing or equipment must receive trainingbefore first using it and annually thereafter.

Types of Personal Protective Clothingand Equipment

We will now discuss the various types of personalprotective clothing and equipment (fig. 5-8) designed tocover you from head to toe.

HEAD PROTECTION.— Helmets or hard hatsprotect crewmembers from the impact of falling andflying debris and from impact with low overheads. Ona limited basis, they protect personnel from shock and

burn. Metal hard hats are not acceptable for shipboarduse. Head protection is available in the supply system.

FOOT PROTECTION.— Navy life exposes per-sonnel to a variety of foot hazards, from flight decks tomachine shops to heavy supply parts stowage areas. Fornormal daily wear, personnel wear leather shoes. Forprotection against falling objects, personnel should wearsafety shoes with built-in toe protection and nonslipsoles. Other types of shoes available for specialt y workare molder's boots and semiconductive shoes. Aboardship, personnel cannot wear Corfam, plastic, orsynthetic shoes in firerooms, main machinery spaces, orhot work areas. Safety shoes are provided to militarypersonnel. Civilian employees are either provided safety

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shoes from the supply system or a local purchasing agentor are reimbursed for their own purchase.

HAND PROTECTION.— Personnel should notwear gloves when operating rotating or movingmachinery. However, they should wear gloves forprotection against other types of hazards. Handlingsharp materials requires the use of leather gloves.Performing hot work or handling hot items requires theuse of heat-insulated, nonasbestos gloves. The use ofportable electric tools in damp locations or during workon live electrical circuits or equipment requires the useof electrical-grade, insulating rubber gloves. Handlingcaustic or toxic chemicals requires specific gloves,depending on the type of substance being used. Thinrubber gloves or foodhandler-type gloves tear and leakeasily and are not resistant to chemical absorption.Therefore, personnel must not use these gloves for anyactivity involving the use of a chemical substance. Alltypes of gloves are available in the supply system.

SAFETY CLOTHING.— Safety clothing consistsof flameproof coveralls, disposable coveralls,impervious chemical spill coveralls, welding leathers,and chemical aprons. When standing watch or workingin a ship's fireroom, in main machinery spaces, and inhot work areas, personnel must wear fire-retardantcoveralls. They should not wear synthetic clothing, suchas certified Navy twill (CNT), in those areas. Aboardship, fire retardant coveralls are provided asorganizational clothing. Ashore, special protectiveclothing is provided at government expense.

FALL PROTECTION EQUIPMENT.— Person-nel must wear parachute-type safety harnesses withDyna-brake safety lanyards when climbing, workingaloft, or working over the side. They should substitutewire rope for nylon working lanyards when performinghot work.

FLOTATION DEVICES.— Whenever personnelother than aircrew members and flight deck personnelare required to wear life jackets in open sea operations,the life jackets must be inherently buoyant. In exposedbattle stations and when working over the side,personnel must wear jacket-type life preservers. Theymust also wear them topside in heavy weather, duringreplenishment at sea, and in small boats.

ELECTRICAL SAFETY PROGRAM

Electrical shock is a serious hazard. If you combinehigh humidity, metal structures, high-voltageelectricity, and perspiration, you have an electricalhazard. You must always observe safety precautions

when working around electric circuits and equipment toavoid injury from electric shock and short circuits.Records show most fatalities caused by electric shockresult from people working on energized circuits andequipment. Post-mishap investigations show that theycould have prevented these mishaps by followingestablished safety precautions and procedures. Atechnician must view safety with a full appreciation ofthe various hazards involved in maintaining complexand sophisticated Navy equipment.

Elements of the Electrical Safety Program

The Electrical Safety Program consists of thefollowing elements:

Following electrical safety standards

Properly using equipment tag-out procedures

Performing routine and periodic testing to detectand correct unsafe equipment

Properly installing, maintaining, and repairingelectrical and electronic equipment

Performing control and safety testing of personalelectrical and electronic equipment

Portable Electrical Tool Issue

Ships must have a centralized portable electricaltool issue room for the daily issue of portable electricaltools. The electrical safety officer supervises operationof the portable electrical tool issue room. Personnelassigned to the portable electrical tool issue roomperform daily inspections and safety testing ofequipment before issuing it and upon its return.

Before issuing portable electrical tools, personnelassigned to the tool issue room brief tool users on routinetool safety precautions. In addition, they issue anyrequired personal protective clothing and equipment.The tool custodian documents this briefing on the issuerecord. The custodian can issue tools only to personnelwho have received ship's electrical safety trainingwithin the year.

Certain divisions or work centers maybe authorizedpermanent custody of selected electrical tools orequipment. These divisions perform required safetychecks on their equipment. Personnel performing thesechecks must be members of an electrical or electronicrating. They must not issue these tools to other divisions.

Ashore, tools must meet Underwriters Laboratories(UL) approval or have a grounded metal case. Tools are

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usually held by the user's shop or division and do notrequire electrical safety check for use ashore. GeneralIndustry Standards, 29 CFR 1910, and Safety andHealth Standards for Shipyard Employment, 29 CFR1915.132, address the shore Electrical Safety Program.

Basic Electrical Safety Training

All personnel, when reporting aboard and annuallythereafter, receive indoctrination on basic electricalsafety. This indoctrination covers the requirements ofusing personal protective equipment, cardiopulmonaryresuscitation (CPR), and first aid for electrical shock.Training for all personnel is documented and kept onfile.

TAG-OUT/LOCK-OUT PROGRAM

The Tag-Out/Lock-Out Program is a two-foldprogram. It ensures that personnel correctly tag outequipment before conducting maintenance and thatpersonnel are notified when systems are not in a normalconfiguration. A Tag-Out/Lock-Out Program isnecessary to prevent injury to personnel and damage toequipment.

Ships have a tag-out program, which requires theuse of paper tags or labels to indicate systems aredeenergized or under special configuration. Personnelmust follow this program in the maintenance of allshipboard equipment, components, and systems.OPNAVINST 5100.19D, chapter B11, and OPNAV-INST 3120.32C, section 630.17, cover this program.

Shore activities pattern their Tag-Out/Lock-OutProgram after OSHA regulations. OPNAVINST5100.23F, chapter 24, covers this program. The tagsused ashore are very different from those used aboardship, and in some instances locks arc used to lock out asystem.

Tag-out/lock-out procedures consist of a series oftags, adhesive labels, or locks. Personnel apply them toinstruments, gauges, or meters to show that they areinoperative, restricted in use, or out of calibration. Eachtag contains information personnel must know to avoida mishap. All corrective maintenance should includestandard tag-out/lock-out procedures, including workdone by an intermediate maintenance or depot levelactivity. Coordination is required between shipyard andcontract workers and afloat units when tagging-outshipboard systems.

Training ashore and afloat is needed to ensurepersonnel understand the Tag-Out/Lock-Out Program.

Detailed training is required for personnel authorized toadminister the program.

GAS FREE ENGINEERING PROGRAM

Why do we have gas free engineering? Entry into,work in, or work on confined or enclosed spaces maycause injury, illness, fires, or death. Hazards may resultfrom flammable or explosive materials or atmospheres,toxic materials, or an oxygen-depleted atmosphere.

Personnel normally do not inhabit confined orenclosed spaces. We consider them unsafe for entry orwork until an authorized person, usually the gas freeengineer, tests the air. Then that person issues a gas freecertificate stating the hazard or special precautions tofollow. Only by carefully retesting the air in confinedand enclosed spaces can we ensure the safety and healthof personnel working in these areas.

Health and Fire Hazards

A lack of oxygen in a confined space will notsupport life and may asphyxiate workers. The presenceof toxic gases or vapors from paint or tankcontamination may cause asphyxiation or intoxication.Flammable vapor or gas build-up could lead to a seriousexplosion or tire. Any combination of the above couldlead to fatalities or serious injury or material damage ifworkers try to enter or work in the unknown atmosphere.

Gas Free Certificates

The ship's gas free engineer (GFE) or the shoremarine chemist is assigned to test the applicable space.Each person must obey the requirements and limitationsoutlined on a gas free certificate. The certificate isposted at the entrance to the space. It shows theconditions that existed at the time the tests wereconducted. The following are examples of conditionsdocumented on gas free certificates:

SAFE FOR PERSONNEL—SAFE FOR HOTWORK

SAFE FOR PERSONNEL—NOT SAFE FORHOT WORK

NOT SAFE FOR PERSONNEL—NOT SAFEFOR HOT WORK

NOT SAFE FOR PERSONNEL WITHOUTPROTECTION—NOT SAFE FOR HOT WORK

NOT SAFE FOR PERSONNEL INSIDE—SAFEFOR HOT WORK OUTSIDE

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Aboard ship, a gas free certificate is good for amaximum of 8 hours. After 8 hours, the testing must berepeated. While testing, the GFE or the marine chemistmust wear the protective equipment required by thecertificate and his or her supervisor. Ashore, the gas freecertificate issued by the marine chemist will indicateretest periodicity.

Requesting Gas Free Services

Now that we know why we have gas free testing,we need to know who performs the service. Anytimeyou have a need to enter a confined or enclosed spaceaboard ship, you must make a request to have the spacetested to ensure it is gas free. Contact the damage controlassistant (DCA) or fire marshal to arrange for theseservices. For more information on the Gas FreeEngineering Program afloat, consult OPNAVINST5100.19D, chapter B8, and Naval Ships' TechnicalManual (NSTM), chapter 074, volume 3.

Ashore, the marine chemist performs gas freeservices as outlined in OPNAVINST 5100.23F,chapter 27.

MEDICAL SURVEILLANCE PROGRAM

The Medical Surveillance Program monitors thecontinuing health of certain personnel. The results of theindustrial hygiene surveys, as interpreted by qualifiedoccupational health professionals, determine theselection of personnel for medical surveillanceexaminations. The medical department representative(MDR) and the division officer identify personnel whorequire medical surveillance. The MDR follows theguidance of the Medical Surveillanee ProceduresManual; Navy Occupational Health InformationManagement System (NOHIMS) Medical Matrix; andNavy Environmental Health Center (NAVENVHLTH-CEN) Technical Manual, NEHC-TM91.5.

Navy facilities ashore and afloat establish militaryand civilian employee medical treatment andsurveillance programs. Medical facilities ashoreprovide direct support to ships that are not equipped orstaffed to provide appropriate medical surveillance anddocumentation. In general, these programs monitor thefollowing areas:

Job certification or recertification to determine aperson's fitness to begin or continue to performa job safely and effectively

The effectiveness of major hazard-specificprograms based on a continuing check on thehealth status of exposed personnel

As a secondary prevention, the detection of earlyindicators of excessive exposure caused by thework environment before actual illness, disease,or injury occurs and to allow for the timely startof corrective actions to prevent any long-termadverse effects

Compliance with the requirements of certainNAVOSH standards

Medical Examinations

The types of examinations scheduled are preplace-ment or base-line, special-purpose or periodic, andtermination. Medical examinations assess the healthstatus of people as it relates to their work. Theseexaminations produce specific information thatdetermines the adequacy of protection for personnelfrom potential workplace hazards. The medicalexamination may include a physical examination,clinical laboratory tests, radiologic exams andphysiologic testing, or an inquiry about the person'soccupational history. OPNAV Form 5100/15, MedicalSurveillance Questionnaire (figs. 5-9A and 5-9B),shows an individual's previous and current employ-ment. This information helps identify work or otheractivities that may pose a potential health hazard for theperson. Occupational medical examinations arescheduled based on a person's birth month or asoperational requirements permit. For hazard-specificmedical surveillance, a medical examination will beprovided when the action level of the contaminant isexceeded. An examination is also provided when theexposure exceeds 30 days per year.

Medical Records

Existing directives dictate procedures on themaintenance, retention, and disposal of medical records.The cognizant medical command, branch clinic, orMilitary Sealift Command medical offices maintainrecords consisting of forms, correspondence, and otherfiles that relate to an employee's medical andoccupational history. Other information includes occu-pational injuries or illnesses, physical examinations, andall other treatment received in a health unit. Included,too, are audiograms; pulmonary function tests;industrial hygiene computations; laboratory and x-rayfindings; and records of personal exposure to physical,biological, and chemical hazards. A problem summary

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Figure 5-9A.—Medical Surveillance Questionnaire (front), OPNAV 5100/15.

list and copies of preemployment, disability retirement, replenishment, cargo handling, and small boatand fitness for duty examinations are also included.

GENERAL SAFETY PRECAUTIONS

Volume II (surface ship) and volume III(submarine) of OPNAVINST 5100.19D providegeneral safety precautions for forces afloat.OPNAVINST 5100.23F and General IndustryStandards, 29 CFR 1910, provide shore safetyprecautions.

The afloat safety precautions specifically covershipboard operations, such as heavy weather, underway

operations. Consult these precautions to plan fortraining before specific evolutions. Afloat safetyprecautions only cover general precautions. Navalwarfare publications (NWPs) and technical manualsprovide more detailed precautions.

In general, safety precautions ashore do not applyaboard ship. In other words, a civilian contractorbringing electrical equipment on board is not requiredto comply with the ship's electrical safety checkprogram. The civilian employee follows OSHA safetyprecautions. OSHA is not authorized to inspect military

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Figure 5-9B.—Medical Surveillance Questionnaire (back), OPNAV 5100/15.

workers or ships for safety, but it is authorized to inspectcivilian work sites aboard ship. OPNAVINST5100.23F, chapter 11, and OPNAVINST 5100.19D,chapter A3, discuss these authorized OSHA inspectionsaboard ship.

SUMMARY

The NAVOSH Program has been executed toprotect civilian and military workers. We must do our

best to keep all of our trained personnel safe and healthyso that they are ready to perform their assigned tasks.As a responsible employer, the Navy is obligated toprovide you with the safest and healthiest workenvironment possible. On older ships and shorefacilities, especially, that can be a challenge. Everycommand must fully support the NAVOSH Program.

We discussed the various NAVOSH Programelements such as hearing conservation, sightconservation, respiratory protection, heat stress,

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electrical safety, and personal protective clothing. Inaddition, we discussed hazardous material/hazardouswaste, asbestos control, gas free engineering, leadcontrol, and medical surveillance.

You have a duty to yourself and the people you workwith to know and enforce all safety regulations. Beforeassigning personnel to a task that can harm them in anyway, ensure the y are familiar with and know the correctsafety procedures. Make sure they are wearing theproper protective clothing and using the correctrespirator. Provide them with adequate eye and hearingprotection. Take no short cuts and do all jobs safely. Get

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copies of OPNAVINST 5100.23F, Naval OccupationalSafety and Health (NAVOSH) Program Manual, andOPNAVINST 5100.19D, Navy Occupational Healthand Safety Program Manual for Forces Afloat. Becomefamiliar with them. Remember the adage, "The life yousave may be your own."

Complacency, haste to complete a job, and the "itcan't happen to me" attitude can hinder an effectiveself-policing safety program. A safe environmentrequires us to stay alert, be patient, and think safety atall times.

CHAPTER 6

SHORE SAFETY

In this chapter we will discuss general safety programs and the Navy Occupational Safety and Health (NAVOSH) Program as they apply to shore activities. Shore activities, with both Department of Defense (DOD) civilian and military workers, have a greater diversity of industrial operations than ships, Like their non-DOD civilian counterparts, shore activities derive safety standards almost exclusively from Occupational Safety and Health Administration (OSHA) regulations.

OPNAVINST 5100.23F, the Navy OccupationalSafety and Health (NAVOSH) Program Manual, provides the administrative requirements for shore NAVOSH programs. OPNAVINST 5100.23Fapplies to all shore Navy civilian and military personnel worldwide, except those under the NAVOSH Program responsibility of the Commandant of the Marine Corps (CMC). Since afloat units have many unique requirements, the standards for afloat units found in OPNAVINST 5100.23F have been included inOPNAVINST 5100.19D, Navy Occupational Safety and Health (NAVOSH) Program Manual for Forces Afloat.

In this chapter we will address the following topics:

• Shore activity organization and staffing

• Shore safety training

• Occupational health standards

• NAVOSH Inspection Program

• Inspections and investigations by OSHA officials

• Mishap reporting for shore activities

SHORE SAFETY ELEMENTS

In chapter 1 we discussed the shore safety organization with regard to echelon 2 commands and the local Occupational Safety and Health (OSH) Office. At shore activities and commands, commanders, commanding officers, and officers in charge must conduct an aggressive, continuing OSH program and issue an OSH policy statement. This OSH policy statement adopts and enhances or expands on the NAVOSH policy in OPNAVINST 5100.23F. Chapter 2

of OPNAVINST 5100.23F lists the OSH responsi-bilities.

Individual civilian and military personnel must comply with NAVOSH standards and regulations. Violators of NAVOSH regulations or instructions are subject to disciplinary action prescribed in Civilian Personnel Instruction (CPI) 752 or the Uniform Code of Military Justice. Individuals must also report observed workplace hazards and mishaps. The report is shown in figure 6-1.

Everyone must be familiar with the OSH program. Based on chapter 10 of OPNAVINST 5100.23F, commands must post the procedurespersonnel must follow to report unsafe or unhealthful working conditions. Personnel must know where they can review command OSH Program documentation, such as NAVOSH standards, OSH committee records, and the activity hazard communication plan.

Shore commands must also post 1146-DOL-XX (5102)-the annual summary report of occupational injuries and illnesses for the preceding year. They also must place the Department of Defense Occupational Safety and Health Program poster (fig. 6-2) in a prominent location. This poster provides personnel with their OSH points of contact within the activity.

SHORE SAFETY ORGANIZATION AND STAFFING

Major naval shore activities have an OSH office. Organizationally, the OSH office reports directly to the commander, commanding officer, or officer in charge. As was discussed in chapter 1, the OSH office plans, directs, and administers the activity OSH program. OSH offices have many specific as well as administrative functions, depending on individual activity operations. Chapter 3 of OPNAVINST 5100.23F lists all of these functions.

Staffing of the OSH office depends on its workload and location, the population it serves, and the tenant commands it supports. Activities with 400 or more personnel are to have full-time OSH managers and a clerical staff. Both the managers and the clerical staff are trained, fully qualified OSH professionals. They

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Figure 6-1.—Navy Employee Report of Unsafe or Unhealthful Working Condition (OPNAV 5100/11).

may be safety engineers, occupational safety and health preventive medicine divisions or departments. Thespecialists, industrial hygienists, or industrial hygienetechnicians. In areas where it is more effective, aconsolidated OSH office may serve several activities.Written agreements define the services of consolidatedOSH offices.

Medical and Industrial Hygiene Support

Hospitals and clinics provide occupational healthsupport. Depending on the area they serve, mosthospitals and clinics have industrial hygiene and

hospitals and clinics usually provide occupationalmedicine services with full-time occupational healthnurses and physicians. The size, type, and location ofactivities supported determine the assignment of nursesand physicians. Chapter 3 of OPNAVINST 5100.23Fprovides the equations used to calculate staffingrequirements.

Industrial Hygiene Laboratories

Industrial hygiene laboratories provide analyticalservices in support of workplace monitoring and

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Figure 6-2.—Department of Defense Safety and Occupational Health Protection Program poster.

6-3

Figure 6-3.—Hazard communication training requirements.

.occupational medicine examinations. The Navy has four OPNAV, CNET, CINCPACFLT, CINCLANTFLT,consolidated industrial hygiene laboratories (CIHLs).They are located at the Environmental and PreventiveMedicine Units in Norfolk, Virginia; San Diego,California; Pearl Harbor, Hawaii; and at the Mare IslandNaval Shipyard, Vallejo, California. Each CIHL isaccredited by the American Industrial HygieneAssociation (AIHA). Additionally, most industrialhygiene offices can perform limited industrial hygieneanalyses, such as asbestos identification and airbornefiber concentration determination.

SHORE SAFETY TRAINING PROGRAMS

A well-developed and coordinated training effort,keyed to all levels and types of personnel, is required tomaximize safe operating practices and procedures. OSHtraining can change behavior and lead to mishapprevention and improved performance.

The NAVOSH Training Group oversees theNavywide management of OSH training. This traininggroup consists of a steering committee and four workinggroups. The working groups represent the surface ship,submarine, aviation, and shore communities and theirspecial training needs. The steering committee consistsof a SYSCOM member and representatives from

COMNAVSAFECEN, CHBUMED, NAVINSGEN,and PRESINSURV. Working together, this steeringcommittee reviews, updates, and revises the NAVOSH/Hazardous Material Control and Management(HMC&M) Navy Training Plan (NTP). This NTPprovides for the manning, funding, and planning ofNAVOSH training to support all communities andechelons.

Activity OSH Training

Activity OSH training programs are designed toinstruct individual employees to work in a safe andhealthful manner. The training is tailored to eachperson's level of responsibility.

OSHA regulations require employers to conducthazard communication (HAZCOM) training. Thistraining covers the specific hazards and safe workpractices involved in the handling of hazardousmaterials/chemicals. Figure 6-3 shows the HAZCOMtraining requirements.

All top management personnel, employee repre-sentatives, supervisory and nonsupervisory personnel,and collateral duty OSH personnel are required to haveinitial OSH orientation training. Initial and annual

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training is required, when applicable, for workersexposed to specific hazards, such as asbestos and lead.Professional development courses are required forfull-time OSH personnel. Appendix 6-A ofOPNAVINST 5100.23F provides a complete listing ofshore OSH training requirements.

Formal safety courses are available through theNaval Safety School located at the Naval Air Station,Norfolk, Virginia. The school currently providesshore-oriented safety courses available to military andcivilian personnel. For a list of courses, quotas, andconvening dates, contact Quota Control at(804) 445-8778 or Defense Switched Network (DSN)565-8778.

Courses are also available through the OSHATraining Institute, 1555 Times Drive, Des Plaines, IL60018. For a list of courses, quotas, and conveningdates, call (708) 297-4913.

Shore safety supervisors receive specific training aswell as orientation, monthly, and annual refreshertraining on the activity 's OSH Program. Supervisorypersonnel also receive training on how to manage theactivity 's OSH Program at the work unit level. In thistraining, they learn how to train and motivatesubordinates to develop safe and healthful workpractices. They also learn how to integrate occupationalsafety with job training. Other OSH training forsupervisory personnel involves the following areas:

OSH performance measurement

Job hazard analysis

Enforcement of NAVOSH standards

Mishap investigation

The use and maintenance of personal protectiveequipment

Hazardous material control and management(HMC&M)

Safety and Health Reference Library

The safety supervisor uses educational andpromotional materials such as posters, films, technicalpublications, pamphlets, and related materials. Thesematerials help promote the reduction and prevention ofworkplace-related accidents and injuries.

Each shore activity is required to maintain a suitablesafety and health reference library. The local OSH officeusually maintains this library.

Although the local office normally supplies theactivity with educational and promotional materials, itcan simply provide the activity with information on howto procure the materials. Some materials are purchasedthrough the National Safety Council or similarorganizations. Films and video tapes are availablethrough the Naval Education and Training SupportCenters on a temporary or permanent custody basis.These centers are located on each coast. They may becontacted at the following addresses or phone numbers:

Naval Education and Training Support Center,AtlanticCode N5, Bldg. W313Naval Station, Norfolk, VA 23511-6197Phone (804) 444-4011/1468, DSN 564-4011/1468

Naval Education and Training Support Center,Pacific921 West BroadwaySan Diego, CA 92132-1360Phone (619) 532-1360, DSN 522-1360

OPNAV P-09B1-01-88, Catalog of Navy/MarineCorps Audiovisual Productions, provides a listing of allavailable films and video tapes.

Various periodicals also provide valuable OSHinformation. They include applicable portions of theFederal Register, Defense Logistics Agency hazardousmaterial newsletters, and the following magazines:

Safetyline— This magazine is published six timesper year by the Naval Safety Center (NAVSAFECEN).Included in this magazine are articles on occupationalhealth, weapons safety, off-duty safety, occupationalsafety, high-risk training, fire prevention, motorvehicles, and hazardous materials.

Occupational Hazards— You can receive thismagazine at no cost by writing to Occupational HazardsMagazine, 111 Chester Avenue, Cleveland, OH 44114.

Occupational Health and Safety— Thismagazine is available from Medical Publications, Inc.,225 New Road, Waco, TX 76810.

Material Safety Data Sheets (MSDSs) for DODmaterials are available on the Hazardous MaterialControl arid Management (HMC&M) data base,distributed on compact disk-read only memory(CD-ROM). The HMC&M CD-ROM contains a varietyof publications, including MSDSs on the HazardousMaterial Information System (HMIS). Most shorecommands are already on quarterly distribution for theHMC&M CD-ROM.

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Safety and Health Training Records

The OSH office is responsible for maintaining OSHtraining records. These records must be maintained for5 years. As required by the Federal Personnel Manual,civilian employee training must be documented inpersonnel records. Military personnel training isdocumented in the General Military Training Record.

OSH offices also maintain copies of lesson plansused for local training classes. OSH training records arereviewed during inspections.

OCCUPATIONAL HEALTH STANDARDS

The primary objective of the NAVOSH Program isto provide a safe and healthy work environment. Shoreactivity occupational safety standards are derived fromOSHA regulations such as 29 CFR 1910—GeneralIndustry Standards. Occupational health standards arealso derived from these regulations.

Most safety deficiencies are recognized duringworkplace evaluations and inspections. Deficienciessuch as a broken guard on a grinder or paints stored neara heat source are obvious hazards. Occupationalexposures to gases, dusts, radiation, and vapors are lessobvious. Identifying and monitoring these healthhazards require a more elaborate program. Mosthospitals and clinics have occupational health programsto support the activity OSH office in recognizing andcontrolling these hazards.

Occupational health programs are divided into thefollowing two major specialties:

Industrial hygiene—Involves surveillance of theworkplace and evaluation of identified healthhazards

Occupational medicine—Focuses on jobqualification examinations and the medicalsurveillance of employees potentially exposed toworkplace hazards

Together, these specialties try to identify, treat, andprevent acute and chronic occupational illnesses.

Industrial Hygiene Survey

OPNAVINST 5100.23F and DODINST 6055.5,Industrial Hygiene and Occupational Health, requirethe thorough evaluation of each Navy workplace toaccurately identify and quantify all potential healthhazards. An initial, or base-line, industrial hygienesurvey is required for this evaluation. However,

potential hazards that need to be monitored must beidentified before the industrial hygiene survey canbegin.

The base-line survey is followed by periodicsurveys at intervals dependent upon the presence anddegree of hazards found. Periodic surveys must beconducted at least annually when hazards are found.Surveys may be scheduled at longer intervals if nohazards are present.

Changes in the workplace require a new base-lineindustrial hygiene survey, either for the entireworkplace or just for those hazards specifically alteredby the change. Limited or special-purpose evaluationscan also be conducted when problems arise or when newinformation is available about the hazards of anoperation.

The first step in the industrial hygiene survey is aworkplace assessment (walk-through survey). Theresponsible industrial hygienist or a qualified technicianconducts this walk-through survey to obtain thefollowing information:

A description of each work site

A description of operations and work practices

A list of hazardous materials or biological agentsused and their rate of use

A list of physical hazards and their sources

A description of existing controls (ventilation,personal protective devices, etc.) with anevaluation of their use and effectiveness

Following the walk-through survey, the industrialhygienist prepares a written assessment of eachworkplace.

Workplace Monitoring Plan

Next, a workplace monitoring plan is developed forareas in which an employee might be exposed to toxicchemicals oe harmful physical agents. The industrialhygienist, assisted by the OSH office, develops this planbased on a sampling strategy designed to obtain samplesrepresentative of actual exposures. NAVOSH standardsor the professional judgment of the industrial hygienistdetermines the sampling parameters needed to quantifyemployee exposures.

In quantifying an exposure, the industrial hygienistdetermines the measured exposure level as compared tosafe levels. That allows the hygienist to assess the

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effectiveness of, or the need for, control measuresdirected at reducing or eliminating health hazards. Thehygienist makes this assessment based on the results ofthe sampling programs carried out within the workenvironment.

If the exposure assessment shows that an employeemight be exposed to toxic chemicals or harmful physicalagents, a workplace monitoring plan is prepared andcarried out. Activity OSH personnel and the responsiblemedical command or clinic industrial hygienists jointlydevelop the Workplace Monitoring Plan, OPNAV5100/14. They base the plan on a sampling of actualexposures. Specific NAVOSH standards or, when suchstandards do not exist, the professional judgment of theindustrial hygienist prescribes the frequency ofmonitoring.

The results of the analysis and interpretation of thedata gained through this sampling strategy serve severalpurposes. They provide a timely assessment of hazardsand provide recommendations for required changes toexisting conditions. They also determine requirementsfor medical surveillance of exposed personnel. Theseresults also help the OSH office and the commandprioritize and fund corrective actions and determinemanning and support services.

Data pertinent to personnel exposures areincorporated into each person's medical record. Survey,evaluation, and monitoring records are retained for aminimum of 40 years (except asbestos monitoringrecords, which are retained indefinitely). Employeeshave access to records that pertain to their individualexposures as provided and defined in 29 CFR 1910.20,Access to Employee Exposure and Medical Records.

In chapter 5, we discussed industrial hygiene andmedical surveillance. Additional information isavailable in chapter 8 of OPNAVINST 5100.23F.

NAVOSH INSPECTION PROGRAM

Once the NAVOSH Program is in place, we need away of evaluating program compliance and effective-ness. The NAVOSH Inspection Program has threelevels of inspection:

Local OSH office

Echelon 2 or 3 commanders

Naval Inspector General

The Inspection Program is designed to identifydeficiencies that must be corrected to protect personneland to meet the requirements established by federal

agencies. All NAVOSH inspections must be conductedby inspectors trained and qualified in the subject theyinspect.

Workplace Safety Inspections

At the activity level, workplace inspections aretargeted at identifying hazardous conditions, unsafework practices, and violations of standards. Theseinspections are also used to follow up on accidentreports and abatement programs. Workplace monitoringprograms and medical surveillance requirements arealso determined at the local level.

All Navy workplaces with recognized potentialhealth hazards must be evaluated at least annually. Morefrequent inspections are required for areas with a highpotential for hazards.

Deficiencies identified during local inspections aredocumented on an OPNAV 5100/12, NAVOSHDeficiency Notice, as the written report of thatworkplace inspection. This report must be forwarded tothe official in charge of the area inspected within 15working days of the inspection. We reviewed thisprocess and hazard abatement in chapter 3.

OSH Management Evaluations

Echelon 2 and 3 commanders conduct evaluationsof subordinate commands and field activities. Theyensure that their activities have an effective NAVOSHProgram and that the program is properly carried out.Written reports of these management evaluations areforwarded for action to the activity commander,commanding officer, or officer in charge.

NAVOSH Oversight Inspections

NAVOSH oversight inspections are conducted bythe Naval Inspector General (NAVINSGEN) for shoreactivities and by the President, Board of Inspection andSurvey (PRESINSURV), for afloat units. Both of theseextensive inspections evaluate compliance with allaspects of the NAVOSH Program.

At shore activities, the NAVOSH OversightInspection Unit (NOIU), located in Norfolk, Virginia,conducts oversight inspections. This is an extensiveinspection involving the use of a point system toquantify compliance. The Inspection Unit inspects thosesites with the most severe safety and health problems. Itusually conducts the inspections on short notice.

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NAVINSGEN provides Chief of Naval Operations(CNO) with a semiannual summary of inspectionresults, including a summary evaluation of programeffectiveness.

You can get help in preparing for a managementevaluation or NAVINSGEN inspection from thefollowing sources:

NAVOSH Program Evaluation Guide for ShoreActivities, NAVSAFECEN PUB 5100/1

NAVSAFECEN, Code 41, commercial phonenumber (804) 444-6043 or DSN 564-6043

INSPECTIONS AND INVESTIGATIONSBY OSHA OFFICIALS

Certain ships, Navy Facilities, and private sectorcontractor sites at Navy facilities are subject toDepartment of Labor (DOL) inspections. The DOLcarries out the Occupational Safety and Health Act(OSHACT). The OSHACT provides for the develop-ment, issuance, and enforcement of standards. Civilianemployees, Navy or contractor, are protected by OSHA.

Contractor Inspections

The OSHACT defines DOD contractors, operatingfrom DOD or privately owned facilities located on oroff Navy shore installations, as employers. They aresubject to enforcement authority by federal and certainstate OSHA officials.

Normally, federal and state OSHA officials areauthorized to enter contractor workspaces without delayand at reasonable times to conduct inspections.However, officials must arrange to provide the propercredentials authorizing the inspection before their visit.They will be accompanied by representatives of theshore activity.

A state may exercise jurisdiction over OSH mattersinvolving a contractor workplace at a Navy shoreinstallation provided the state has an OSH plan approvedby the Secretary of Labor.

Only federal OSHA officials may performinspections in DOD contractor workplaces situated inareas where the United States holds exclusive federaljurisdiction, such as aboard naval vessels. Chapter 11 ofOPNAVINST 5100.23F covers various federaljurisdiction exceptions and exemptions.

Navy Civilian Inspections

Federal OSHA officials, acting as representatives ofthe Secretary of Labor, are authorized to conductamounted or unannounced inspections of all Navycivilian workplaces. Exclusions are workplaces inforeign countries and military workplaces staffedexclusively with military personnel. Workplacesexcluded from these inspections may be scheduled aspart of DOL's targeted inspection program. Thisscheduling may occur as a result of an annual evaluationof the DOD OSH Program or in response to a complaintfrom a Navy civilian employee or employeerepresentative. OSHA may also conduct an inspectionsolely at the discretion of the Secretary of Labor.

Navy activities employing civilians will have adesignated coordinator with whom federal OSHAofficials interface for inspection purposes. Before aninspection, OSHA officials must present theircredentials and inform the chain of command of theirvisit. During the inspection, they must abide by certainrestrictions in taking photographs and accessingr e c o r d s .

Federal OSHA officials are authorized to interviewcivilian employees or to be accompanied by employeerepresentatives during the inspection. Reports anddeficiency notices generated by federal OSHA officialsare sent up the chain of command to the CNO. Specialrequirements exist concerning access to areas requiringsecurity clearances.

As a safety supervisor, you should know that OSHAmay inspect the work site of Navy civilians orcontractors. Federal OSHA officials may inspect Navycivilian work sites. Federal and state OSHA officialsmay inspect contractor work sites. Aboard ship, onlyfederal OSHA officials may inspect Navy civilian orcontractor work sites (fig. 6-4).

If your work center or area is staffed exclusivelywith military personnel, OSHA officials have nojurisdiction and are not authorized to conduct work-siteinspections. NAVOSH regulations cover inspections ofwork centers or areas staffed strictly with militarypersonnel. Chapter 11 of OPNAVINST 5100.23Fprovides details on these inspections.

MISHAP REPORTING FORSHORE ACTIVITIES

In chapter 4, we discussed mishap investigationtechniques and procedures. Mishap reporting differs for

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Figure 6-4.—Inspection of Navy workplaces by federal and state OSH representatives.

shore, afloat, and aviation activities. OPNAVINST ensures a mishap report is prepared. Mishap reports are5100.23F and OPNAVINAT 5102.1C, MishapInvestigation and Reporting, govern shore activitymishap reporting.

To track shore activity occupational injuries andillnesses, the OSH office uses the following logs andreports:

Log of Navy Injuries and Occupational Illnesses(civilian and military), Local Form 5102/7

OPNAV Safety Report (SR), OPNAV 5102/9(used for personnel injury and material propertyd a m a g e )

Annual Report of Navy Civilian OccupationalInjuries and Illnesses, 1146-DOL-XX(5102)

Annual Summary of Navy Civilian OccupationalInjuries and Occupational Illnesses

These reports may bring certain mishaps to theattention of the OSH office. The OSH office thenconducts an investigation of that mishap. If the mishapmeets the criteria of a reportable mishap, the OSH office

sent to the Naval Safety Center, which maintains mishapstatistics for military and civilian mishaps.

Reportable Shore Mishaps

Any injury, fatality, or occupational illnessoccurring ashore that results in one or more of thefollowing events will be investigated and reported:

A fatality or hospitalization of five or morepeople.

A lost workday case that prevents a militaryperson from performing regularly established duty orwork for a period of 1 day or more before 2400 on theday of injury or onset of illness; or a lost workday casethat causes a civilian employee to miss work for a fullshift on any day before the day of injury or onset ofillness. Only lost workday cases resulting in 5 or moredays away from work are reportable to the Naval SafetyCenter.

Electric shock resulting from an equipmentdesign deficiency.

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Chemical or toxic exposure or an oxygendeficiency requiring medical examination or attention.

A student mishap at a training command thatresults in any interruption or cessation of formal trainingin which at least 1 day of instruction is lost or the studentis rolled back or disenrolled from the course.

A contractor mishap caused by contractoroperations that results in reportable injury oroccupational illness to military or on-duty civilianpersonnel.

Fires, injuries, and fatalities associated with fires.

Material (property) damage occurring ashoreinvolving a repair or replacement cost of $10,000 ormore as a result of a mishap. Cost of repair orreplacement includes cost of labor; all DOD man-hourswill be computed at $16 per hour for that purpose.Examples of reportable mishaps are those involving theimproper operation or maintenance of equipment,improper ashore cargo handling, and equipmentcasualties caused by electrical faults. Damage to smallcraft and service craft assigned to a shore activity is alsoreportable.

Explosive and conventional ordnance mishaps.

DOD motor vehicle mishaps involving collisionswith other vehicles; pedestrians or bicyclists struck bya motor vehicle or other objects; personal injury orproperty damage caused by cargo shifting in a movingvehicle; personal injury in moving vehicles or from fallsfrom moving vehicles; towing or pushing mishaps; andother injury or property damage when on or more ofthe following conditions result:

1. At least $2,000 property damage

2. A fatality or lost-time injury (5 or more lostworkdays)

3. A fatality or injury requiring treatment greaterthan first aid to non-DOD personnel

A traffic mishap that does not involve agovernment motor vehicle but results in a fatality orlost-time injury (5 or more lost workdays) to militarypersonnel or to on-duty DOD civilian personnel orresults in $2,000 damage to DOD property. Collisionsinvolving pedestrians or bicyclists struck by a motorvehicle and other objects are to be included if reportingrequirements are met.

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Off-duty, recreation, athletic, and home mishaps.(Chapter 11 of this manual covers the Recreation,Athletics, and Home Safety Program.)

Diving mishaps if they result in a fatality—regardless of the time between the diving incident anddeath or whether hyperbaric treatment-recompressiontherapy was conducted as a result of aviation bends or adiving mishap—or any diving injury that results in 5 ormore lost workdays.

An exception to these shore mishap reportingrequirements is made for aircraft and aviation accidents.Chapter 8 of this training manual covers naval aviationsafety.

Special Investigations for Shore Mishaps

If an occupational on-duty shore mishap results ina fatality or hospitalization of five or more persons, theresponsible echelon 2 command initiates aninvestigation within 48 hours of notification of themishap. The echelon 2 command establishes aninvestigative team to examine the cause of the mishapand recommend corrective action. The leader of thisteam may be either from headquarters or from asubordinate command other than the mishap activity,This team leader must be a senior line officer (O-5 orabove) or an OSH professional. The Naval SafetyCenter may also provide a team member. Aninvestigation is not required for motor vehicle mishapsor for mishaps exclusively involving contractorpersonnel.

The mishap investigation team reports its findingsto the Naval Safety Center, Chief of Naval Operations(N9), and the chain of command in a detailed ForOfficial Use Only mishap report.

Formats for Reporting Shore Mishaps

The five formats for reporting shore mishaps, asprovided in OPNAVINST 5102.1C, are as follows.

Diving Mishap/Hyperbaric Treatment/DeathReport, OPNAV 5102-5

Explosive Mishap Report (EMR)/ConventionalOrdnance Deficiency Report (CODR),DD-FM&P(AR) 1020(5102)

Motor Vehicle Mishap Report, OPNAV 5102-4

OPNAV Safety Report (SR), OPNAV 5102/9 (forpersonnel injury and material damage)

These reports must be submitted to the Naval SafetyCenter within 30 days of the mishap, except as directedin special cases in OPNAVINST 5102.1C andOPNAVINST 5100.23F.

SUMMARY

In this chapter you learned the NAVOSH Programrequirements specific to shore activities. You learnedabout organization and staffing, OSH training

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programs, and occupational health program funda-mentals. You reviewed workplace monitoring andNAVOSH inspections as well as inspections by OSHAofficials.

You learned the different mishap reportingrequirements for Navy civilian, military, and contractorpersonnel at shore activities. You also learned theimportance of carefully coordinating NAVOSH andOSHA regulations to ensure worker protection.

CHAPTER 7

AFLOAT SAFETY

Ships and submarines present unique hazards notfound at shore industrial activities. As discussed inchapter 1, Department of Defense (DOD) safety direc-tives allow for the adjustment of Occupational Safetyand Health Administration (OSHA) safety standards formilitary systems and equipment. We must attain thehighest possible safety standards within these limitat-ions. As we have a separate safety program for shoreactivities and aviation, we address afloat safety stan-dards in its own directive, OPNAVINST 5100.19D,Navy Occupational Safety and Health (NAVOSH) Pro-gram Manual for Forces Afloat. Another instruction(OPNAVINST 5100.21B, Afloat Mishap Investigationand Reporting) includes additional requirements forshipboard safety.

The Afloat Safety Program applies to all DODmilitary and on-duty civilian personnel assigned to orembarked in a U.S. Navy vessel. The program alsocovers U.S. Naval Reserve and Military Sealift Com-mand (MSC) vessels manned by military personnel andcivil service employees. Because of the manning com-plexities of MSC ships, a command may tailor someadministrative procedures for MSC ship application.However, the procedures must provide protection equalto, or better than, those contained in OPNAVINST5100.19D.

In this chapter, we will address the following topics:

Afloat Safety Program background and goals

Afloat Safety Program elements

Afloat Safety Program organization

Shipboard safety organization

Afloat safety training

Afloat Safety Program evaluation

Surface ship safety standards

Afloat mishap reporting

AFLOAT SAFETY PROGRAM GOALS

Attaining the highest degree of operationalreadiness and mission accomplishment is the primarygoal of the Afloat Safety Program. We achieve this goal

by eliminating or controlling hazards. By achieving thisgoal, we reduce injuries, deaths, and material damage.

Another goal of the program is to setup and main-tain a fleetwide atmosphere of safety consciousness.This awareness must be foremost in every evolution ofthe program. To achieve the Afloat Safety Programgoals, we must strive for constant improvement throughpositive leadership. We need personnel at all levels totake part in the Afloat Safety Program. We also need thesupport of those who oversee the program in helping toensure compliance. You can easily see how your role asa supervisor fits into this program.

The critical, first step in achieving the Afloat SafetyProgram goals is hazard identification. Hazard identifi-cation requires all levels of the chain of command topractice safety awareness by continuously watching forhazards. Preventing mishaps depends on the elimina-tion, control, and correction of hazards. We discussedhazard abatement in chapter 3.

Remember, you cannot eliminate some hazards. Insuch cases, you can reduce the risk through engineeringcontrols, administrative controls, and personal protec-tive devices. OPNAVINST 5100.19D, Navy Occupa-tional Safety and Health (NAVOSH) Program Manualfor Forces Afloat, introduces specific requirements onhazard awareness, identification, reporting, andcorrection. All commands should take the followingactions:

Report unsafe or unhealthful conditions, withoutfear of reprisal

Take positive action on all reports of unsafe con-ditions

Correct unsafe conditions based on the severityof the hazard

Investigate and report mishaps and near mishapsand rapidly issue lessons learned to prevent re-currence

AFLOAT SAFETY PROGRAMELEMENTS

The Afloat Safety Program encompasses a varietyof operational safety, general safety, and health program

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elements. Various directives contain safety guidanceand standards. Commanding officers will use them toset up their shipboard safety program. For a list ofreferences providing detailed safety program guidance,refer to enclosure (11) of OPNAVINST 5100.21D,Afloat Mishap Investigation and Reporting. Thisenclosure refers you to other directives for safetystandards to prevent you from studying duplicate andconflicting information.

You can find most of the shipboard safety standardsin the NAVOSH Program Manual for Forces Afloat,OPNAVINST 5100.19B. Volume I contains detailedprogram administration requirements. Volume II pro-vides safety standards for surface ships, and volume III

provides submarine safety standards. Volumes II and IIIreplace the superseded instruction, Safety Precautionsfor Forces Afloat.

The following publications also contain safety pre-cautions:

Naval Ships' Technical Manuals (NSTMs)

General Specifications for Ships of the UnitedStates Navy (GENSPECS)

General Specifications for Overhaul of SurfaceShips (GSO)

Naval Sea Systems Command instructions

Bureau of Medicine and Surgery instructions

Ordnance publications (OPs)

Fleet and type commander directives

AFLOAT SAFETY PROGRAMORGANIZATION

Primary responsibility for directing the AfloatSafety Program rests with the chain of command. Thechain of command includes commanding officers,executive officers, department heads, division officers,division leading petty officers, and work center super-visors. It also includes the individual sailor or MSCcivilian worker. Chapter 1 discussed a typical shipsafety organization. The safety organization provides ameans to introduce the program and set it in motion.

All levels in the chain of command have somespecific safety duties and responsibilities. You shouldconsult the following instructions for further informa-tion on specific duties and responsibilities:

Navy Occupational Safety and Health(NAVOSH) Program Manual for Forces Afloat,OPNAVINST 5100.19D

Standard Organization and Regulations of theU.S. Navy, OPNAVINST 3120.32C

Afloat Mishap Investigation and Reporting,OPNAVINST 5100.21B

U.S. Navy Regulations, 1990

CHIEF OF NAVAL OPERATIONS

The Chief of Naval Operations (CNO) is respon-sible for executing and managing the Afloat SafetyProgram. The CNO ensures safety training is providedto all U. S. Navy afloat commanding officers, executiveofficers, department heads, and primary and collateralduty ship's safety officers. In addition, the primary dutysafety officers assigned to readiness group and squadronstaffs also receive safety training.

SYSTEMS COMMANDERS

Systems commanders (COMNAVSEASYSCOM,COMNAVAIRSYSCOM, COMSPAWARSYSCOM,and COMNAVSUPSYSCOM) provide technical focusfor comprehensive development, assessment, andadministration of surface ship, air, and submarine safetyprograms. When requested, they help mishapinvestigation boards in the investigative process.Systems commanders respond to the recommendationsand corrective actions developed by the typecommanders. They also issue proper documentation tocorrect hazardous conditions. Finally, COMNAVSEA-SYSCOM maintains membership in the SafeEngineering and Operations Program (SEAOPS) for thelanding craft, air cushion (LCAC) review committee.

CHIEF OF NAVAL EDUCATIONAND TRAINING (CNET)

Chief of Naval Education and Training (CNET) isresponsible for ensuring that subordinate commandsprovide effective safety training at all levels in the chainof command. CNET also ensures that safety awarenessis an extensive and integral part of every U.S. Navytraining course.

COMMANDER, NAVAL SAFETY CENTER

Commander, Naval Safety Center (COMNAV-SAFECEN), supports the Assistant/Deputy Chief of

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Naval Operations (N4, N87, N86, and N88) and thesystems commanders in effecting, maintaining, andimproving the Afloat Safety Program. COM-NAVSAFECEN recommends revisions to OPNAV-INST 5100.19D about safety standards for forces afloatand periodically reviews and revises OPNAVINST5100.21B. Naval Safety Center personnel, also act astechnical consultants for all afloat safety training. Atleast annually, COMNAVSAFECEN reports on theAfloat Safety Program compliance to the assistantChiefs of Naval Operations. These reports are based onthe analysis of data collected during safety surveys.

COMNAVSAFECEN provides an advisor tomishap investigation boards for Class A mishaps. Thecommander coordinates, with the type commander(TYCOM), recommendations for investigation of otherthan Class A mishaps that may warrant a mishapinvestigation board. When agreed upon with the typecommander, COMNAVSAFECEN also provides anadvisor for mishap investigation boards for other thanClass A mishaps.

COMNAVSAFECEN determines, when appro-priate and if requested, the privileged or nonprivilegedstatus of all mishap investigation board evidence.COMNAVSAFECEN conducts the final review andanalysis of mishap investigation reports (MIRs). He orshe endorses MIRs and provides a copy to all endorsers.me Naval Safety Center retains, as the custodian, MIRsand the endorsements for at least 5 years. COM-NAVSAFECEN checks the completion of correctiveaction resulting from an MIR.

Sanitizing MIRs and endorsements for use in safetytraining upon request is another COMNAVSAFECENresponsibility. Sanitizing includes removing all identi-fiable data that could connect the report to an individual,organization, or particular mishap. COMNAVSAFE-CEN promptly distributes essential information, such aslessons learned, to cognizant commands. The NavalSafety Center also maintains a centralized historicalsafety data repository.

TYPE COMMANDERS

Submarine, surface, air, Naval Reserve, and MSCTYCOMs ensure subordinate afloat commands set inmotion and maintain the Afloat Safety Program.Through group and squadron commanders, TYCOMsfoster a positive atmosphere that encourages anddemands continuous attention to hazard identification,mishap prevention, and proper reporting.

TYCOMs ensure the correction of documentedhazards receives priority during availability planning.Additionally, they make sure subordinate units conducttimely and complete shipboard safety mishapinvestigations. A TYCOM directs the formal investi-gation of any Class B mishap. Additionally, a TYCOMdirects a mishap investigation board in the investigationof other mishaps if the investigation may reveal vitalsafety information.

TYCOMs will provide and maintain the overallQuality Assurance (QA) Program as an integral part ofmishap prevention. In maintaining the QA Program,they must strive to eliminate the hazards in dangerousshipboard systems. TYCOMs coordinate with theCOMNAVSAFECEN, COMNAVSEASYSCOM, andother technical agencies in providing aid to the mishapboard, when requested.

GROUP AND SQUADRON COMMANDERS

Group and squadron commanders ensuresubordinate commands execute and maintain the AfloatSafety Program according to the policy and philosophyof OPNAVINST 5100.19D. They must includeelements of this program in command inspections,including evaluation of the QA process in maintainingshipboard systems. They also help units identify hazardsbeyond their capability to correct in the availabilitywork package. The units should then schedule thecorrection of these hazards.

Additionally, group and squadron commandersensure subordinate commands include mishapprevention, investigation, and reporting in their groupand squadron training requirements. The TYCOMdirects this training. Finally, group and squadroncommanders make sure commanding officers areinformed of hazardous conditions and of specifichazards identified by a mishap investigation.

GROUP OR SQUADRON SAFETY OFFICER

The group or squadron safety officer acts as theprincipal advisor to the commander for the Afloat SafetyProgram. Group and squadron safety officers were firstassigned as a primary duty in 1991. These fill-timesafety officers provide continuity in the chain ofcommand for safety matters from the ships to theTYCOM.

The group or squadron safety officer maintainsappropriate safety records and mishap statistics. He orshe then makes this information available to a mishapboard upon request. The group or squadron safety

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officer aids subordinate commands in conducting safetymishap investigations for all other reportable and specialcase mishaps. Assuring distribution of safety informa-tion and lessons learned resulting from mishapinvestigations is an additional responsibility of thegroup or squadron safety officer.

The group or squadron safety officer schedules andcoordinates mishap prevention and hazard awarenesstraining with the group or squadron training officer. Thesafety officer helps subordinate commands in ratingtheir compliance with suitable instructions and in ratingthe effectiveness of their safety and QA programs. Thegroup or squadron safety officer also coordinates withthe staff material officer to ensure that the CurrentShip's Maintenance Projects (CSMPs) identify hazardsbeyond ships' force capability to correct.

SHIPBOARD SAFETY ORGANIZATION

Chapter 1 discusses the shipboard safetyorganization in detail. OPNAVINST 5100.21B outlinessome of the specific duties of the shipboard safetyorganization dealing primarily with mishapinvestigation and reporting.

COMMANDING OFFICERS, MASTERS,AND CRAFTMASTERS

Commanding officers, masters, and craftmastersmust conduct an aggressive, positive Afloat SafetyProgram based on OPNAVINSTs 5100.19D and5100.21B. They ensure all mishaps are investigated andassist mishap investigation boards in theirinvestigations. The safety officer acts as the principaladvisor to the commanding officer for the Afloat SafetyProgram.

AFLOAT SAFETY OFFICERS

The afloat safety officer reports directly to thecommanding officer in matters about hazardous orunsafe conditions or operations. The safety officerreports through the executive officer for matters onprogram administration, program deficiencies, andcorrective action status. The safety officer helps thecommanding officer conduct mishap investigations forall reportable mishaps not investigated by mishapinvestigation boards.

In case of a mishap, the safety officer aids thecommanding officer in the following responsibilities:

Making an accurate plot of the scene

Taking photographs or making videotapes of thewreckage, its distribution, and the surroundingarea

Diagraming any underwater damage

Submitting the appropriate report (fig. 7-1)

DEPARTMENT HEADS, DIVISIONOFFICERS, AND WORK CENTERSUPERVISORS

Department heads, division officers, and workcenter supervisors include information on mishapprevention and investigations in general militarytraining (GMT). They must emphasize the positive,all-hands approach to safety awareness and hazardidentification. They must report hazards as outlined byOPNAVINST 5100.19D. They also must inspect allwork and make sure all repair actions under theirresponsibility conform with QA procedures.

ALL HANDS

All hands must know and obey all safetyprecautions and standards. They must report suspectedunsafe or unhealthful work procedures or conditions totheir immediate supervisor. In addition, personnel mustreport any injuries, occupational illnesses, or propertydamage resulting from a mishap to their supervisors.Finally, they should help all safety investigators byvoluntarily providing mishap information.

AFLOAT SAFETY TRAINING

The key to a successful safety program is qualitytraining. CNET provides safety training at all levels inthe chain of command. The Navy Occupational Safetyand Health (NAVOSH)/Hazardous Material Controland Management (HMC&M) Navy Training Plan, NTPS-40-8603, requires that all U.S. Navy courses, fromrecruit through commanding officer training, includesafety topics. The plan also requires the periodic reviewand revision of safety courses to ensure they reflectcurrent safety standards.

SHIPBOARD SAFETY TRAINING

Building and expanding upon NAVOSH formaltraining requires an effective, onboard training effort.The safety officer and the organization of division safetypetty officers provide a cadre to execute onboardtraining. All shipboard personnel will receive Afloat

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Figure 7-1.—Afloat mishap pathfinder.

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Safety Program indoctrination and annual refreshertraining that includes the following topics:

An introduction to the Afloat Safety program, theidentity of key safety personnel, and the identityof safety chain of command personnel

Detailed information on mishap prevention,investigation, and reporting with emphasis onprivileged information

Safety precautions and safety standards

Hazard identification and reporting procedures

You may wish to use in conducting the shipboard

Instructors for the afloat training guides should beE-5 or above, preferably safety petty officers or medicaldepartment representatives. The instructor does nothave to be a subject matter expert. Make afloat safetyand occupational health training apart of your commandtraining plan. Include it as GMT in the long-rangetraining plan for your ship.

FORMAL TRAINING FOR SHIPBOARDSAFETY AND HEALTH PROGRAMS

In addition to shipboard training, several shorecourses are offered for shipboard personnel. Fleettraining centers, the Naval Safety Center, the NavalSafety School, and Navy Environmental and PreventiveMedicine Units (NEPMUs) conduct the training. TheNAVOSH training incorporated into these coursesreinforces basic and specialty training. This trainingprovides direct support toward the management ofhazard-specific programs associated with the NAVOSHProgram. Formal NAVOSH training provides personnelwith information on how to detect hazards, performsurveillance, report deficiencies, report mishaps,conduct training, and achieve program elements.

Formal safety training was upgraded in 1991 inresponse to a tasking from the Chief of Naval Operationsfor an improved Afloat Safety Program. The NavalSafety Center developed two new safety officer courses

and helped to revise the safety supervisor course. Thefollowing formal training is provided for the surfaceship and submarine safety organization:

AFLOAT SAFETY OFFICER COURSE(A-4J-0020)—This 10-day course trains commissionedofficers, warrant officers, and Military SealiftCommand first officers who have been or will beassigned as a command's safety officer. The courseconcentrates on preparing primary and collateral dutysafety officers to manage the program aboard theircommands. The Surface Warfare Officer School staff inNewport, Rhode Island, presents the course, which theyexport to major fleet home ports.

The course uses OPNAVINST 5100.19D to provideinstruction on hazard identification (inspections andindustrial hygiene surveys), medical surveillance, andhazard abatement. It also covers program evaluation,training, safety standards and regulations, and the SafetyCouncil and Enlisted Safety Committee. It alsoaddresses the major hazard-specific and support pro-grams and the detailed instruction on mishapinvestigation and reporting. This course is required forstaff and shipboard primary and collateral duty safetyofficers.

SUBMARINE SAFETY OFFICER COURSE(F-4J-0020)—This 4-day course is a condensed versionof the 10-day Afloat Safety Officer course. It is tailoredexclusively for submarine, collateral-duty safetyofficers. The submarine training facilities at Norfolk,Virginia, and Pearl Harbor, Hawaii, present the course.This course provides the same topics as the afloat coursebut drops the surface-ship-unique topics. All collateralduty submarine safety officers should complete eitherthis course or the Afloat Safety Officer course.

SAFETY PROGRAMS AFLOAT COURSE(J-493-2099)—This 5-day course, presented at fleettraining centers, provides specialized NAVOSHtraining to senior enlisted personnel. Anyone who takesthe course must be an E-5 or above who has been, orwill be, assigned to duty as a division safety petty officeror safety supervisor. One-half of the division safetypetty officers from each ship will attend this coursebefore, or within 6 months of, their assignment. Trainingcovers information on workplace monitoring, hazardidentification, hazard abatement, and deficiencycorrection. In addition, personnel receive training onrating the division safety program, safety standards andregulations, mishap or near-mishap investigations, anddivision safety training.

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training required by OPNAVINST5100.19D. Thetraining guide combines occupational health andsafety subject matter into 20 generic lesson guides,complete with quizzes and handouts. It also provideslists of available training aids, video tapes, and formalcourse information. It supplies a sample long-range training plan, references, and a technicalassistance guide.

Division safety petty officers also receive trainingon the enlisted safety committee, using and caring forpersonal protective equipment, and advising thedivision officer on safety matters. This course helps thestudent develop and maintain an effective divisionsafety program.

AFLOAT SAFETY PROGRAMEVALUATION

The principle way commands discover hazards isthrough workplace inspections. The command'ssupervisors direct the workplace inspections. Theyarrange for appropriate safety and health personnel toevaluate ship's spaces and equipment. They alsoroutinely observe operations at the jobsite. Onsiteobservations enable supervisors to detect and correcthazards resulting from noncompliance with the safetystandards contained in OPNAVINST 5100.19D,volumes II and III.

Commands use industrial hygiene surveys asanother method of identifying and evaluating workplacehazards. Professional industrial hygienists conductthese surveys to evaluate each workplace foroccupational hazards and physical stressors. This surveyidentifies medical surveillance requirements. Theexaminations detect adverse health effects resultingfrom health hazardous exposure associated with duties.

ANNUAL WORKPLACE SAFETYINSPECTIONS

Every workspace on board ship should be inspectedfor safety hazards at least once a year. The safety officerwill ensure this inspection is conducted. An experiencedofficer, accompanied by a division safety petty officer(or aboard submarines, a submarine-qualified seniorpetty officer from the division), is assigned toaccomplish the safety inspection of a workplace.

Appendix A3-A of OPNAVINST 5100.19Dprovides inspection guidance in the form of checklists.Safety inspections of all workspaces/equipment neednot be conducted at one time. During regularlyscheduled zone inspections, you can designate certainspaces to receive "safety" zone inspections. These zoneinspections will make up the safety inspection. Thecompleted Workplace Inspection Form with anaccompanying deficiency list, such as a Zone InspectionDeficiency List (ZIDL), is returned to the safety officerupon completion of the inspection. That allows thehazards to be documented and followed for correctiveaction.

INDUSTRIAL HYGIENE SURVEYS

This survey quantifies hazardous exposuresassociated with health-hazardous operations based onactual measurements. We discussed industrial hygieneservices in chapter 5. The industrial hygiene surveyprovides the following information:

Summary of NAVOSH Program compliance

List of asbestos hazards

List of eye hazardous areas

Respiratory protection requirements

Lead hazard areas or processes

Medical surveillance requirements

Other data from measurements and air sampling

Industrial hygiene surveys are conducted betweenthe completion of each yard period and beforedeployment. These surveys will normally beaccomplished by a Navy Environmental and PreventiveMedicine Unit (NEPMU) or a tender or aircraft carrierindustrial hygiene officer. The safety officer shouldkeep a copy of the survey report and follow up oncorrective actions.

JOBSITE OBSERVATION

It is amazing how many people can walk right by ahazard and not notice it! Every supervisor, of everyrank, has an obligation to be on the lookout for hazards.Most hazards are identified through jobsite observation.

The commanding officer, executive officer, safetyofficer, department heads, division officers, and workcenter supervisors should routinely walk throughworkspaces during the workday or during evolutions toobserve jobaite performance. They should make theseobservations to detect and correct hazards resultingfrom worker noncompliance with safety standards.

Supervisors should correct those hazards that can becorrected—on the spot—and document all others. Theymay need to take temporary measures to prevent amishap until a permanent correction is made.

MASTER-AT-ARMS FORCE INSPECTIONS

Members of the master-at-arms (MAA) force act asroving safety inspectors during their normal tours of thecommand. They must be alert to any deficiencies orhazards that could result in injury to personnel or

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damage to equipment. They assist the safety officer inkeeping the NAVOSH Program visible to all hands.They attempt to have any observed deficiency or hazardcorrected "on the spot. " If that is not possible, they willreport the deficiency to the safety officer or theirsupervisor. Although submarines do not have an MAAforce, roving watch standers can still be on the lookoutfor hazards.

NAVSAFECEN SAFETY SURVEYS

Ships should request a Shipboard Safety Surveyfrom the Naval Safety Center once every 3 years (2 yearsfor submarines). The NAVSAFECEN conducts theShipboard Safety Survey, which takes 1 or 2 days.During the survey, NAVSAFECEN looks atrepresentative operations throughout the ship. Itidentifies safety hazards, trains safety officers and safetypetty officers, and provides the commanding officerwith an evaluation of the safety status of the command.Since the intent of the survey is to promote hazardawareness, the survey report is made only to the ship.No grade or relative standing is assigned, and follow-upreports are not required.

FORMAL SAFETY INSPECTIONS

Many formal inspections conducted afloat andashore review safety procedures and conditions. TheBoard of Inspection and Survey (INSURV), under theadministration of the CNO, conducts a materialinspection of ships. This inspection, taking 3 to 5 days(part of which is under way), takes place 4 to 6 monthsbefore a regular overhaul, or about every 3 years.INSURV also inspects ships before their de-commissioning and inspects (through sea trials,acceptance trials, or final contract trials) newlyconstructed ships. One area the Board inspects isNAVOSH. This area of the inspection includes athorough examination of the ship's programs, training,administration, and material condition. The followingare examples of other formal inspections conductedaboard ships, which cover elements of the NAVOSHProgram:

Operational propulsion plant examination(OPPE)

Light-off examination (LOE)

Logistics management assessment (LMA)

Medical readiness inspection (MRI)

Command inspection by the immediate superiorin command (ISIC) or type commander(TYCOM)

Various weapons and radiological controlsinspections

Intermediate maintenance activity (IMA)audit/maintenance material inspection (MMI)(tenders only)

Preparation for any of these formal inspections isextensive and time consuming, especially if you don'tkeep the programs up to date. A routine self-inspectionand survey program can help you stay ahead of hazardcorrection and keep your command ready for inspection.Volume I of OPNAVINST 5100.19D provides check-lists at the end of every chapter. These checklists helpyou evaluate your program and determine your courseof action for inspection preparations.

SURFACE SHIP SAFETYSTANDARDS

As stated earlier, shipboard life is one of the mosthazardous working and living environments inexistence. The existence of hazardous materials andequipment contributes to the creation of a mishap-proneenvironment. A ship is a constantly moving platformsubject to conditions such as weather, collision, andgrounding. These conditions help to create amishap-prone environment. Therefore, you can see howdangerous a ship's environment can be. Any chain ofevents could lead to a major catastrophe. Because ofthat, personnel must follow both PRACTICALSAFETY and prescribed SAFETY REGULATIONSto prevent personal injury and illness.

Every time a mishap occurs involving a violation ofan afloat safety standard, you should once again bringthe standard to the attention of all personnel. You cando that by using Plan of the Day (POD) notes or divisiontraining at quarters. Most sailors receive instruction onsafety standards at recruit training and at advancedtraining schools. However, don't forget the newcrewmember reporting on board! Give him or her acopy of the afloat safety standards found in chapter C1(for surface ships) and chapter D1 (for submarines) ofOPNAVINST 5100.19D. Briefing the new crew-member on the intent and importance of the standardsis important.

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We will now examine general safety standards that

apply to all shipboard operations and spaces. Thefollowing 40 standards may save your life!

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

Locate and remember all exits from working

and living spaces that you frequent.

Know the storage location of life jackets in ornear working and living spaces.

Make sure you secure or lash down all movableobjects in your spaces.

Always wear clothing that snugly fits your

body.

Carry a load in a reamer that allows one hand

to be free when practical.

Always move up or down a ladder with onehand on the railing.

Know the emergency shutdown procedures for

all equipment you use.

Make sure you do not block exits with

equipment or boxes.

Ensure ventilation ducts are free of blockage.

Prohibit horseplay aboard ship.

Prevent personnel from wearing rings,watches, key rings, and other items that mightbecome entangled or caught on projections.

Always wear approved safety shoes when the

job requires it.

Carry as little in your pockets as possible.

Walk, don't run in passageways.

Be cautious when nearing a "blind" corner.

Know the location of all lifeboat and life-raft

stations. Know how to proceed to them fromyour living and working spaces.

Identify the location of all fire stations and

other fire-fighting equipment in or near yourliving or workspaces.

Keep constantly familiar with the whereabouts

of crewmembers in the space where you areworking. That is especially important if the

work is in tanks, voids, or other restricted-movement areas.

Smoke only in designated areas.

20.

21.

22.

23.

24.

25.

26.

27.

28.

29.

30.

31.

32.

33.

34.

35.

Use equipment in an authorized manner, andmake sure it is used only by authorizedpersonnel.

Wear sunglasses topside only.

Close and dog watertight doors if so designatedduring normal operations.

Know the location of life rings, watermarkers,and flares.

Know the areas where you should wearprotective equipment.

Inform senior personnel responsible for a givenspace or equipment if you discover unsafeconditions.

Do not lean against lifelines.

Keep decks free of obstacles and materialscausing slippery conditions. Post slippery areaswith a warning sign. Make sure you installnonskid around machinery work areas.

Provide temporary protection by guardrails orchains, suitably supported by stanchions orpads, when opening accesses in bulkheads ordecks normally closed.

Never straddle or step over lines, wire, andchains under tension.

Wear a life jacket topside where the potentialexists of falling, slipping, or being thrown orcarried into the water.

Never lock escape scuttles so personnel cannotopen them from the inside.

Never dismantle or remove any lifeline or hangor secure any weight or line to any lifelineexcept as authorized by the commandingofficer.

Never dismantle or remove any inclined orvertical ladder without permission from thecommanding officer. Secure such areas withtemporary lifelines and post with a warningsign.

Never operate machinery or equipment withdefective safety devices without permission ofthe commanding officer.

Never tamper with or render ineffective anysafety device, interlock, ground strap, orsimilar device intended to protect operators orequipment without the approval of thecommanding officer.

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36.

37.

38.

39.

40.

Figure 7-2.—Afloat mishaps from 1983 through 1992.

Never open or close electrical switches andpipe valves unless authorized to do so.

Make sure you pad low overheads aboveinclined ladders (72 inches) and passageways(75 inches).

Color-code hazardous areas around machineryand elevators to warn people of danger areas.

Rig heavy weather lifelines before expectedinclement weather.

Attach a safety line to workers when workingin a tank or void.

AFLOAT MISHAP REPORTING

In late 1989, in response to a rash of shipboardmishaps, the Chief of Naval Operations (CNO) called aNavywide safety standdown (fig. 7-2). After thestanddown, CNO tasked Commander, Naval SafetyCenter (COMNAVSAFECEN) with providing

recommendations to improve our safety programs

among ships and submarines. These recommendations

were as follows:

Establish better afloat mishap investigation and

reporting procedures.

Add primary duty safety officers to group and

squadron staffs and large ships (crew greater than

500).

Upgrade safety training.

Safety officials found that although the aviation

community was thorough in its investigation of serious

mishaps, ships were ineffective in reporting mishaps.

Without detailed investigations, we were unable to

provide lessons learned in a timely manner. CNO

directed COMNAVSAFECEN to create an afloat safety

program patterned after the Aviation Safety Program in

OPNAVINST 3750.6R.

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OPNAVINST 5100.21B provides detailed proce-dures and report formats for afloat mishap investigationand reporting.

Although safety professionals were assigned to typecommander staffs, no primary duty safety officersserved within the chain of command between the safetyprofessionals and the ships. Beginning in 1991, primaryduty safety officers were assigned to readinesssquadrons and group staffs. Primary duty safety officerbillets were also added to fast combat support ships(AOEs). Other large ships already had primary dutysafety officers. Ships with a crew of less than 500personnel were to assign a collateral duty safety officer.All of these assignments provided continuity andassistance throughout the chain of command for safetyissues.

During the period following 1991, safety trainingneeded to be upgraded. New directives and emphasis onsafety required a safety officer to have more in-depthknowledge and capabilities. Therefore, the CNO taskedNAVSAFECEN to develop a 10-day afloat safetyofficer course, now presented by Surface WarfareOfficer School in Newport, Rhode Island.

In 1992, NAVSAFECEN developed a 4-day sub-marine safety officer course, now presented by thesubmarine training facility in Norfolk, Virginia, and theNaval Submarine Training Center in Pearl Harbor,Hawaii. The course for safety petty officers offered atfleet training centers was upgraded from 4 to 5 days andexpanded to include additional safety skills. Afloatsafety training was also added to many surface warfareofficer courses, enlisted "A" and "C" schools, andrecruit training.

When afloat mishaps occur, accurate mishapinvestigation and reporting serves to prevent mishaprecurrence. We derive our general safety mishapinvestigation and reporting procedures from DODInstruction 6055.7, Mishap Investigation, Reporting,and Recordkeeping. We discussed mishap investigationprocedures in chapter 4. Investigative procedures aresimilar no matter where the mishap occurs. Whatmishaps are reportable and the procedures used to reportmishaps are different for afloat, ashore, and aviationmishaps. OPNAVINST 5100.21B, Afloat MishapInvestigation and Reporting, provides specificreporting procedures for those mishaps occurringaboard surface ships and submarines.

DODINST 6055.7 provides for the various mishapcategories and types of reports. The "class" of mishapis determined by the cost of damage and extent of injury

or fatality. The reports are classified as either a GeneralUse Mishap Report or Limited Use Mishap Report.

We define an afloat mishap as any mishap causedby DOD operations resulting in injury, work-relatedillness, or death to embarked DOD military or civilianpersonnel. An afloat mishap also includes material lossor damage occurring on board all afloat U.S. Navy unitsand their embarked craft. Shipboard mishapinvestigation and reporting procedures apply to mishapsoccurring on board all U.S. Navy vessels and theirembarked or leased craft.

AFLOAT REPORTABLE MISHAPS

The categories of reportable afloat mishaps are asfollows:

Class A Mishap. Reportable damage of a totalcost of $1,000,000 or more or any injury or work-relatedillness resulting in death or permanent total disability.All Class A mishaps require investigation by a mishapinvestigation board and the submission of a MishapInvestigation Report (MIR). OPNAVINST 5100.21Bprovides the MIr format.

Class B Mishap. Reportable property damage ofa total cost of $200,000 or more, but less than$1,000,000; an injury or work-related illness resultingin permanent, partial disability; or a mishap resulting inthe hospitalization of five or more people. A Class Bmishap requires the submission of a Mishap Report(MR) to the Naval Safety Center. OPNAVINST5100.21B provides the MR format.

Class C Mishap. Reportable property damage ofa total cost $10,000 or more, but less than $200,000; oran injury preventing an individual from performingregularly scheduled duty or work beyond the day or shifton which the mishap occurred; or a nonfatal illness ordisability causing loss of time from work or disability atany time (lost time case). A Class C is only reportablein an MR under the following conditions:

— The total cost of reportable property damageis $10,000 or more, but less than $200,000.

— It results in an injury preventing an individualfrom performing regularly scheduled duty orwork 5 days beyond the day or shift on whichthe mishap occurred.

Special Case Mishaps. For data collection andanalysis purposes, the following special case mishapsare reportable to the NAVSAFECEN in an MR:

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— All cases of electric shock.

— All cases of toxic, hazardous chemical, orhazardous material exposure requiringmedical attention.

— All cases of oxygen deficiency requiringmedical attention.

— All cases of back injury requiring medicalattention.

— All mishaps involving explosives, oxidizers,incendiaries, explosive systems, or chemicalwarfare agents. They include mishapsresulting from the detonation, accidentallaunch, malfunction, dangerous defect, orimproper handling of a weapon; damage to alaunching device; a weapon impact off-range;or any other unusual or unexpected weapons-related occurrence. They are reported usingthe information and format provided in OP-NAVINST 5100.21B. An explosive mishapthat meets the criteria for an afloat Class Amishap requires a formal mishap investigationand the submission of an MIR.

OFF-SHIP REPORTABLE MISHAPS

Mishaps that occur off ship (on or off duty) arenormally reported using OPNAVINST 5100.21B.However, mishap investigation boards are not requiredfor off-ship fatalities. Off-ship mishaps include home,athletics, recreation, motor vehicle, and diving mishaps.They are reportable as follows, based on OPNAVINST5100.21B:

Report off-duty mishaps resulting in a fatality, 5or more lost workday injuries, or greater than $10,000government property damage to the NAVSAFECENusing a Recreation, Athletics, and Home Safety (RAHS)Report. Enclosure (10) of OPNAVINST 5100.21B givesthe format for this report.

Bicycle, pedestrian, motorcycle, and motorvehicle mishaps involving a fatality, 5 or more lostworkday injuries, or greater than $2,000 governmentproperty damage are reportable to the NAVSAFECEN.Enclosure (8) of OPNAVINST 5100.21B contains theformat for this report.

Off-duty diving mishaps are reportable if theyinvolve a fatality, 5 or more lost workdays because ofinjury, or the need for hyperbaaaric treatment. Submit a

diving mishap report for recreational diving mishapsthat do not require hyperbaric treatment. Enclosure (7)of OPNAVINST 5100.21B gives the format for thediving mishap report.

Other than Class A mishaps, reportable andspecial-case mishaps are the responsibility of shipboardpersonnel to investigate. The safety officer conducts aninformal mishap investigation, as discussed in chapter4. The safety officer has 30 days from the time of themishap to submit the appropriate report. Shipboardmishaps involving other civilian or foreign personnelare not reportable under OPNAVINST 5100.21B. Youmay request guidance from COMNAVSAFECEN onmishap investigation and reporting requirements.

PRIVILEGED INFORMATION

Since a thorough safety mishap investigation cannotbe conducted if the witnesses are afraid or reluctant toprovide information, they are assured that the board willkeep their testimony in confidence. Since the MIR is alimited-use report that is not releasable under theFreedomn of Information Act (FOIA), we can protectwitness testimony and other mishap board deliberationsfrom being used for other than safety purposes. We callthis protected information "privileged" information. Wediscussed privileged information in more detail inchapter 4.

MISHAP INVESTIGATION BOARDS

Superiors in the chain of command appoint a formalmishap investigation hoard to investigate all afloat ClassA mishaps on surface ships. The board consists of atleast three members. The immediate superior incommand (ISIC) of the ship or craft involved in themishap appoints the senior member of the board. Theseboard are appointed in writing and will include amedical member if the mishap involved a fatality orinjury.

COMNAVSAFECEN sends a mishap investigationadvisor to help each board. This advisor is not a memberof the board, but assists the board in conducting theinvestigation. The board may also request technicalassistance, such as technical representatives andforensic experts. Technical assistants are not membersof the board.

The mishap investigation boards submit findingsand recommendations in an MIR. An MIR is alimited -use report written by a mishap investigation

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board as a result of a Class A mishap. MIRs containprivileged information.

The chain of command receives and endorses theMIR. All MIR endorsements are also privileged, TheNAVSAFECEN endorses all MIRs.

The chain of command then takes corrective action

to prevent recurrence of the mishap. These actions mayinclude sending out a message with lessons learned,

changing procedures or designs, or alerting all units withsimilar systems to review their equipment. Lessonslearned can be generated by the TYCOM or the

NAVSAFECEN.

SUMMARY

In this chapter, we introduced you to the AfloatSafety Program. We discussed its goals and its scope, aswell as the responsibilities of the personnel involved inthe program. We examined the program's organization.We reviewed the training, both ashore and afloat,available to shipboard personnel. We briefly discussedshipboard mishap reporting procedures. Finally, weexamined basic submarine and surface-ship safetyprecautions.

For detailed information on the Afloat SafetyProgram, you should consult the references listed at theend of this training manual.

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CHAPTER 8

NAVAL AVIATION SAFETY

Aircraft mishaps are unforgiving. The loss of oneaircraft can cost millions of dollars. Therefore, aviationsafety has been of concern since man began to fly. As aresult, both civilian aerospace industries and the militaryhave developed aircraft mishap prevention programs.

Aviation personnel are exposed to many dangeroussituations. In fact, many insurance companies rate flightline operations, and in particular the flight deckenvironment, among the most dangerous jobs in theworld. Naval aviation safety programs have existedsince before World War II to reduce the danger of thosejobs. These programs are incorporated into the trainingof all Navy pilots and aviation support personnel.

In this chapter, we discuss the following elementsof the Naval Aviation Safety Program:

Purpose of the program

Objective of the program

Scope of the program

Hazard reports

Aircraft mishaps

Pre-mishap plans

Mishap reports

Mishap investigations

Mishap investigation reports

Mishap investigation report endorsements

Mishap and Hazard Recommendation TrackingProgram

We also discuss the command aviation safetyprogram and shipboard aircraft safety.

THE NAVAL AVIATION SAFETYPROGRAM

We will now discuss the purpose, objective, andscope of the Naval Aviation Safety Program.Remember, the goal of the safety program is to enhanceoperational readiness by reducing the number of deaths

and injuries. In addition, the aim is to reduce the lossesand damage to material from accidental causes.

PURPOSE OF THE NAVAL AVIATIONSAFETY PROGRAM

The purpose of the Naval Aviation Safety Programis to preserve human and material resources. Theprogram enhances operational readiness by preservingthe resources used in accomplishing naval aviationmissions.

The human resources include professional pride,high morale, physical well-being, and life itself. Theseresources are susceptible to damage and destruction bymishaps.

The material resources include various kinds ofproperty, such as naval aircraft, ships, weapons, andfacilities, that a naval aircraft mishap might damage.The Naval Aviation Safety Program directly supportsall aspects of naval aviation.

OBJECTIVE OF THE NAVAL AVIATIONSAFETY PROGRAM

Preventing damage and injury accomplishes thepurpose of the Naval Aviation Safety Program. Hazardsare the potential causes of damage and injury. Theelimination of hazards is the objective of the NavalAviation Safety Program. Setting up an effective,aggressive, and continuous mishap prevention programhelps us achieve this objective.

SCOPE OF THE NAVAL AVIATIONSAFETY PROGRAM

The Naval Aviation Safety Program encompassesall activities concerned with detecting, containing, andeliminating hazards in naval aviation. For example,these include, but are not limited to, activities involvingthe following areas:

Aircraft design, research, development, testing,evaluation, procurement, modification, mainte-nance, servicing, and operations

Aircraft support equipment, facilities, supplies,and weapons

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Personnel selection, training, and education

Protective clothing and equipment

Policies, procedures, instructions, directives, andpublications

AVIATION SAFETY PROGRAMRESPONSIBILITIES

We will now discuss the various responsibilities forthe Naval Aviation Safety Program.

Assistant Chief of Naval Operations(Air Warfare)

The Director, Air Warfare (N88), directs andsupervises the Naval Aviation Safety Program. He orshe conducts the program within the office of the Chiefof Naval Operations (CNO).

Commander, Naval Safety Center

The Commander, Naval Safety Center(COMNAVSAFECEN), advises and aids the CNO informulating, administering, and monitoring the NavalAviation Safety Program. In addition, COM-NAVSAFECEN has the following responsibilities:

Under exceptional circumstances, waives orchanges the investigation or reporting require-ments of OPNAVINST 3750.6R.

Reviews, evaluates, and classifies all navalaviation mishap investigation reports (MIRs).

Ensures the adequate distribution of essentialsafety information received in reports requiredby OPNAVINST 3750.6R.

Maintains a repository for all reports and relateddata submitted according to OPNAVINST3750.6R.

Directs a system for accountability of naval air-craft mishaps and mishap exposure data.

Releases mishap data as directed by higherauthorities.

Develops and publishes procedures and stan-dards for aircraft mishap investigation.

In special cases, begins and conducts naval air-craft mishap investigations under the authority ofCNO.

Executes the Mishap and Hazard Recom-mendation Tracking (MISTRAC) Program.

Maintains liaison with safety activities in theother armed services and with the Department ofDefense.

Advises and aids CNO in administering theNaval Aviation Safety Awards Program.

Conducts naval aviation statistical research,studies, analyses, special projects, and com-pilations.

Sponsors and provides representation forconferences, symposia, and seminars in thefurtherance of safety.

At the invitation of aviation organizations,conducts aviation safety surveys.

Publishes naval aviation posters, brochures,literature, and safety periodicals, in support of theNaval Aviation Safety Program.

Helps in reviewing aviation system safetyengineering requirements on new systems andmajor changes. He or she accomplishes this byselectively serving on boards, attending con-ferences, and taking part in studies for designreview.

Selectively takes part in engineering proposalevaluations and maintenance feasibility inspec-tions of new aviation production systems andequipment.

Supports appropriate offices, commands, andagencies in preparing general or specificoperating instructions.

Acts as technical advisor on aviation safety forthe development of all naval education andtraining courses, films, training aids, and devices.

In selected cases, requests support for apathological investigation from the ArmedForces Institute of Pathology.

Commanders of Organizations Requiringan Aviation Safety Officer

Activities requiring an aviation safety officer(ASO) include functional wings, marine aircraft wings,marine air groups, and training wings. Also included areall activities that are reporting custodians. Commanders

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of organizations with ASO billets must take thefollowing actions:

Assign only designated naval aviators ordesignated naval flight officers to the ASO billet

Assign a graduate of the Aviation Safety Schoolto the ASO billet

Place the ASO billet in the organizationalstructure so that the ASO reports to thecommander/commanding officer directly or viathe safety department/section head aboutaviation safety matters

Assign aviation safety as the primary duty of theperson serving in the ASO billet

Set up and maintain a command aviation safetyprogram according to OPNAVINST 3750.6R

Aircraft Controlling Custodians

Aircraft controlling custodians must set up andmaintain a command aviation safety program. The ASOmanages the program. He or she also provides adviceand help to subordinate commands in the conduct oftheir command aviation safety programs.

Commanders of Naval andMarine Corps Airfields

Commanders of naval and Marine Corps airfieldsmust perform the following functions:

Organize and maintain a command aviationsafety program

Coordinate a command pre-mishap plan withpre-mishap plans of nearby commands

Submit reports of aircraft mishaps occurringwithin their areas of responsibility

Provide security for aircraft wreckage withintheir area of responsibility

Provide requested support to aircraft mishapboards (AMBs), including wreckage recovery,transportation, and salvage

Manage relations with local authorities, thepublic, and the media

Investigate and process claims arising fromaircraft mishaps

All Naval Aviation Personnel

All naval aviation personnel must acquaintthemselves with safety regulations and directions thatapply to them and their assigned duties. They mustfollow established safety standards. In addition, theymust report hazards and mishaps according to theircommand aviation safety program and OPNAVINST3750.6R.

HAZARD REPORTS

We discussed the detection and elimination ofhazards earlier in the chapter. We will now address thepurpose of hazard reports (HRs) and the procedures forreporting a hazard.

Purpose of Hazard Reports

The three purposes of hazard reports (HRs) are asfollows:

1. To report a hazard and the remedial action takenso that others can take similar action to eliminatethe hazard

2. To report a hazard and recommend that anotherorganization take corrective action to eliminatethe hazard

3. To report a hazard so that some otherorganization may determine the propercorrective action to eliminate the hazard

Submission of Hazard Reports

You have an obligation to others in naval aviationto report hazards. What is a hazard? As stated earlier, ahazard is a potential cause of damage or injury. Youmust submit an HR whenever you detect a hazard.Command safety programs must encourage personnelto report hazards. If the command expects a hazard tohave an effect outside the organization, it must reportthe hazard to higher authority.

You can send an HR by mail or message with theNaval Safety Center as the sole addressee. Activities orindividuals reluctant to identify hazards derived fromunique situations or circumstances may use thisreporting method. COMNAVSAFECEN will protectthe source of the report and distribute a sanitized report,as it believes necessary.

Reports may include recommendations forcorrective action within the command. In that case, thecommand should communicate the mishap prevention

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information to other commands who need to take thesame or similar corrective action. In the case of somehazards, the reporting command may lack the expertiseto formulate recommended corrective action.

Four hazards require a special HR format: bird (andbat) strikes; near mid-air collisions; physiologicalepisodes; and embarked landing hazards. When thesetypes of hazards occur but they do not meet the criteriaof a defined aircraft mishap, you must submit an HR.

The quality of an HR obviously depends on thequality of the investigation into the circumstancescausing the hazard. Commands can, and are encouragedto, use aircraft mishap boards (AMBs) to investigate andreport hazards. Boards that investigate physiologicalepisodes must, as a minimum, include a flight surgeon.

OPNAVINST 3750.6R recommends that the AMBsconduct both the investigation of the hazard and thepreparation of the HRs. The reporting custodian of thenaval aircraft, equipment, or facility involved normallysubmits the report, but any naval activity that identifiesthe hazard can submit a report. Activities or individualsreluctant to identify hazards involving unique situationsor circumstances may submit an anonymous hazardreport. Send anonymous HRs by mail directly to theNavy Safety Center.

No formal deadlines are required for submittingHRs. However, in the interest of safety, you shouldsubmit all HRs with a severe risk assessment codewithin 24 hours following detection of the hazard.Submit all other HRs within 14 days following detectionof the hazard.

Success of the Naval Aviation Safety Programdepends on the submission of complete, open, andforthright information and opinions concerning safetymatters. The exercise of command influence to edit,change, or in any way censor the content of reports iscontrary to the spirit of the program.

Nonprivileged Status

Do not consider HRs as privileged. HRs and mishapinvestigation reports (MIRs), which are privileged, aredistinctly different. The investigation and reporting ofmishaps, not hazards, strictly limits the authority forgranting an assurance of confidentiality. You must takeextreme care to avoid giving any impression that HRsare for safety purposes only. The only restriction on theiruse is that they are used For Official Use Only. HRsshould not include personal identifiers, such as namesand social security numbers, except as points of contact.Do not ask for such information if you can investigatethe hazard without using such personal information.

NAVAL AIRCRAFT MISHAPS

In chapter 3, we examined the causes andprevention of mishaps as well as reporting procedures.We will now discuss the procedures for reporting navalaircraft mishaps and identify the various injuryclassifications.

Naval Aircraft Mishap Defined

What is a naval aircraft mishap? A naval aircraftmishap is an unplanned event or a series of events thatcomes under one or both of the following twocategories:

1. Cumulative damage of $10,000 or greater tonaval aircraft, other aircraft, and property.Property damage costs include those required torepair or replace facilities, equipment, ormaterial.

2. An injury involving naval aircraft that results in

following occurrences:

a.

b.

c.

d.

Death

Permanent total disability

Permanent partial disability

One or more lost workdays

Traumatic bodily harm includes a cut, burns, afracture, or poisoning resulting from a single or 5-dayexposure to an external force, toxic substance, orphysical agent resulting in one of the four occurrencesjust listed.

Naval Aircraft Mishap Categories

The three naval aircraft mishap categories aredefined as follows:

1.

2.

3.

Flight Mishap (FM): FMs are mishaps in whichintent for flight existed at the time of the mishapand in which $10,000 or greater damage to DODaircraft occurred.

Flight Related Mishap (FRM): An FRM is amishap in which intent for flight existed at thetime of the mishap and in which less than$10,000 damage to DOD aircraft occurred and$10,000 or more total damage or a defined injuryor death occurred.

Aircraft Ground Mishap (AGM): An AGM isa mishap in which no intent for flight existed atthe time of the mishap and DOD aircraft loss, or$10,000 or more aircraft damage and/orproperty damage, or a defined injury occurred.

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Figure 8-1.—Severity class data.

Naval Aircraft Mishap Severity Classes

The following mishap severity classes, based onpersonnel injury and property damage, apply to all threecategories of mishaps in the preceding paragraphs.

CLASS A SEVERITY— A Class A mishap is onein which the total cost of property damage (includingaircraft damage) is $1,000,000 or greater or in which anaircraft is destroyed or missing. A mishap in which anyfatality or permanent total disability occurs with directinvolvement of naval aircraft also falls into thiscategory.

CLASS B SEVERITY— A Class B mishap is onein which the total cost of property damage (including all

aircraft damage) is $200,000 or more, but less than$1,000,000. In addition, permanent partial disabilityand/or the hospitalization of five or more personneloccurs.

CLASS C SEVERITY— A Class C mishap is onein which the total cost of property damage (including allaircraft damage) is $10,000 or more, but less than$200,000. In addition, injury results in 5 or more lostworkdays. Figure 8-1 lists the data for each severity class.

An occurrence resulting in a total property damagecost (including all aircraft damage) of less than $10,000and no defined injuries is not reportable as a navalaircraft mishap. However, it may be reported as anaviation hazard.

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Injury Classifications

There are eight injury classifications:

1.

2.

3.

4.

Fatal injury. This is an injury resulting in deathfrom a mishap or from complications arisingfrom the mishap. The length of time between themishap and a later death has no effect on theassignment of a fatal injury classification.

Permanent total disability. These are nonfatalinjuries that, in the opinion of competentmedical authority, permanently and totallyincapacitate a person so that he or she cannotfollow any gainful occupation. Additionally, theloss of, or the loss of use of, both hands, or bothfeet, or both eyes, or a combination of any ofthese body parts as a result of a single mishapwill be considered as a permanent totaldisability.

Permanent partial disability. Injuries that do notresult in death or permanent total disability, but,in the opinion of competent medical authority,do result in permanent impairment or loss of anypart of the body, loss of the great toe or thethumb, or an unrepairable inguinal hernia, withthe following exceptions:

a.

b.

c.

d.

e.

f.

Teeth

The four smaller toes

Distal phalanx of any finger

Distal two phalanges of the little finger

Repairable hernia

Hair, skin, nails, or any subcutaneous tissue

Lost workday. An injury that does not result indeath, permanent total disability, or permanentpartial disability, but results in 5 or more lostworkdays (not including the day of the injury).Lost workday level injuries are further dividedinto major and minor categories.

a. Major Injury—A nonfatal injury that doesnot result in permanent total disability orpermanent partial disability, but results in 5or more lost workdays and requiresadmission to a hospital or quarters, or acombination of both, for 5 or more days. Italso includes any of the following regardlessof hospital status:

(1) Unconsciousness for more than 5minutes because of head trauma.

5.

6.

7.

8.

(2)

(3)

(4)

(5)

(6)

Fracture of any bone, except simplefracture of the nose or phalanges.

Traumatic dislocation of major joints orinternal derangement of the knee.

Moderate to severe laceration resultingin severe hemorrhage or requiringextensive surgical repair.

Injury to any internal organ.

Any third degree bums, or any first orsecond degree burns (including sun-burn) over 5 percent of the body surface.

b. Minor Injury—An injury less than majorthat results in 1 to 4 lost workdays.

First-aid injury. This injury involves bodilyharm requiring only first aid or no treatment.

No injury.

Lost at sea.

Missing or unknown.

Note that both lost at sea and missing/unknowninjuries are considered as fatalities in assigning mishapseverity level classification.

PRE-MISHAP PLANS

Simply put, pre-mishap plans are descriptions ofwho is responsible for doing what, both before and afteran aircraft mishap. A command must expect, takemeasures for, and formulate plans for all reasonableeventualities. The command conducts periodic drills toidentify any deficiencies and to evaluate coordinatedexecution of the plan.

You can expect pre-mishap plans to vary widely,depending on the mission, resources, environment, andpersonnel of the individual command. If possible, youshould write pre-mishap plans that will remain validduring deployments. Include an abbreviated pre-mishapplan in a letter of instruction (LOI) or in executinginstructions for detachment. You may require otherchanges when the command relocates. For moreinformation on both pre-mishap plans and post-mishapplans, consult appendix 2B of OPNAVINST 3750.6R.

MISHAP REPORTS

We use mishap reports (MRs) to provide interestedcommands with information about significant navalaircraft mishaps. The MR includes preliminaryinformation on the mishap and information on the

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progress of the investigation. When appropriate,reporting custodians may use MRs to requestinvestigative help, relief from investigative respon-sibilities, or extension of MIR deadlines. An MR is notused for the submission of hazard eliminationinformation.

All classes of mishaps require the submission of anMR by telephone or by message. You must submit aninitial MR by message within 4 hours for all Class A andClass B aviation mishaps. On all Class A aviationmishaps, an initial telephone report to the NAV-SAFECEN is required to provide the NAVSAFECENwith timely information on the mishap and allow amishap investigator to respond. The first amendedmishap message reports for all Class A and Class Bmishaps, if necessary, and Class C initial MRs are duewithin 24 hours.

Any naval command may submit MRs. Thereporting custodian of the naval aircraft involved in amishap normally submits the MR. However, if it isapparent that a reporting custodian will be unable tosubmit the required MR within the deadline, the firstcommand that becomes aware of the mishap will submitthe report.

AIRCRAFT MISHAP INVESTIGATIONS

A naval aircraft mishap is a signal of a failure of theNaval Aviation Safety Program. It shows that hazarddetection and elimination actions were not taken in timeto prevent the mishap-level damage or injury. Actionsmust then be taken to prevent a recurrence of the mishap.We accomplish hazard detection after a mishap throughmishap investigation.

Purpose of Aircraft Mishap Investigations

The purpose of aircraft mishap investigations is toidentify the cause factors of the mishap and the damageor of any injuries resulting from the mishap. Causefactors of mishaps and cause factors of injury anddamage resulting from a mishap can be two differentmatters. However, both are the subject of aircraft mishapinvestigations.

Less important reasons for conducting aircraftmishap investigations include determining the extent ofdamage and injury resulting from the mishap. Anotherreason is proving the safety commitment of theorganization conducting the investigation. We conductall naval aircraft mishap investigations solely for safetypurposes.

Types of Aircraft Investigations

As a result of aircraft mishaps, different authoritiesconduct various types of investigations for differentpurposes. Some of the investigations conducted are asfollows:

Aircraft mishap investigations

Interagency investigations

Special weapons investigations

Judge Advocate General Manual (JAGMAN)investigations

North Atlantic Treaty Organization (NATO)investigations

Naval Safety Center investigations

Intercomponent investigations

Naval aircraft mishaps involving fire, explosion,or damage to a ship or shore facility

Aircraft fire on board ship

For detailed information on the types of investi-gations conducted, consult chapter 6 of OPNAVINST3750.6R.

Mishap Investigation Responsibilities

The reporting custodian of a naval aircraft involvedin a mishap is responsible for investigating and reportingthe mishap. An aircraft mishap board (AMB)investigates and reports each naval FM, FRM, andAGM according to OPNAVINST 3750.6R.

Aircraft Mishap Boards

Each aircraft reporting custodian maintains at leastone standing AMB. The appointing authority appointsthe AMB members by name and in writing.Commissioned officers on active duty compose eachAMB. Minimum AMB membership consists of thefollowing four officers:

1. An aviation safety officer (ASO)

2. A flight surgeon

3. An officer well qualified in aircraft maintenance

4. An officer well qualified in aircraft operations

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The senior member must be a designated navalaviator or designated naval flight officer. Additionally,one member of the AMB must be qualified in the NavalAir Training and Operating Procedures Standards(NATOPS) if the aircraft involved in the mishap ismanned by an aircrew.

MISHAP INVESTIGATION REPORTS

We report hazards after mishaps by submitting amishap investigation report (MIR). These reports areimportant in preventing the recurrence of aircraftmishaps. Success of the Naval Aviation Safety Programdepends on the submission of brief, open, and forthrightinformation, opinions, and recommendations. Theexercise of command influence to edit, change, or in anyway censor the content of MIRs is prohibited since thatwould be contrary to the spirit of the program. Shouldany senior commander have a comment to make on thecontent of an MIR, that officer should make thatcomment in an endorsement of the report.

Purpose of an MIR

The purpose of an MIR is to provide informationneeded to fix mishap cause factors. Each cause factorhas three elements associated with it that preciselydescribe the personnel, equipment, actions/events, andreasons for the mishap. Determining the elementsdetermines the cause factors, which identifies thestarting point for remedial action. We use MIRs to reportthose hazards that caused the reported mishap and thedamage or injury resulting from the mishap. The reportalso provides a means for submitting recommendedcorrective action that would prevent recurrence of themishap and resulting damage or injury.

Contents of an MIR

An MIR has two parts. The first part, Part A,consists of the list of nonprivileged informationextracted from paragraph 10 of the MIR, the final MRmessage, and enclosures specified in chapter 7 ofOPNAVINST 3750.6R. Enclosures to MIRs serve twopurposes. One is to provide additional data on themishap that can be coded and entered in theNAVSAFECEN data bank or used as research material.The second purpose is to clarify points of evidence thatcannot be made in the body of the MIR message. Part Bis privileged. It includes a copy of the complete MIRmessage, Part B enclosures, and all endorsements. Forfurther information, consult chapter 7 of OPNAVINST3750.6R.

Submitting an MIR

Submit MIRs within 30 calendar days following themishap. In the case of missing aircraft, submit the MIRwithin 30 calendar days after completion of theorganized search. The originator of the MIR is usuallythe appointing authority of the Aircraft Mishap Board(AMB). Usually, the appointing authority is also thereporting custodian of the aircraft involved in themishap.

You must submit MIR messages through militaryradio/electronic communications facilities. Sendenclosures with one copy of the MIR message by mailto the Naval Safety Center.

Figure 8-2 depicts the reporting requirements forHRs, MRs, and MIRs.

HAZARD REPORT AND MISHAPINVESTIGATION REPORTENDORSEMENTS

The endorsement of both HRs and MIRs is animportant step in eliminating many major hazards.Endorsements provide an opportunity for seniors in thechain of command to add their broader perspective andauthority to the process of recommending correctiveactions.

Purpose of Endorsements

The ultimate purpose of endorsements is toeliminate the hazards described in the reports.Endorsements convey the position of the endorsers onthe matters contained in the endorsed report.

Review of Reports and Enclosures

The endorsement of MIRs and HRs requires carefulreview of submitted reports and previous endorsements.Any endorser in the chain of command who believes aninvestigation is incomplete or an MIR or HR isinadequate should take corrective measures. Thosemeasures should ensure an adequate investigation of themishap or resubmission of the report. Any endorser mayget copies of specific enclosures to the MIR byrequesting them from the appointing authority of theAMB.

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Figure 8-2.—General reporting requirements for HRs, MRs, and MIRs.

Requirements for an Endorsement

Mishap and hazard report endorsements arerequired under certain conditions. For all Class Amishaps, endorsements go through the Naval SafetyCenter. For all other classifications, the mishap orhazard report is not closed until appropriateendorsements have addressed all recommendationsrequiring action. If the corrective action agency is in theendorsing chain, the endorsement goes through thecorrective action agency. The endorsement goesthrough the controlling custodian when the correctiveaction agency is out of the endorsing chain.

Additionally, endorsements are required whendirected by higher authority. Recommendations thatrequire or request corrective action by higher authoritydirectly imply the requirement for an endorsement orofficial reply from that command. The action agency forthe recommended corrective action will respond bymessage or letter within 30 days of the controllingcustodian's endorsement.

MISHAP AND HAZARDRECOMMENDATION TRACKINGPROGRAM

We described earlier in the chapter methods you useto identify and report hazards. We will now address theMishap and Hazard Recommendation Tracking(MISTRAC) Program. We use this program to monitorcorrective actions. Monitoring corrective actionsensures the completion of those actions so that a hazardcannot cause future damage or injury. Usually thedetection, reporting, and correction of hazards takeplace within a single command, such as the controllingcustodian. However, some corrective actions requirereports by a subordinate, endorsement by seniors, orremedial action by an external command. Themonitoring of internal corrective actions bysubordinates is a prerogative of command. COM-NAVSAFECEN monitors recommendations resultingfrom mishaps and hazards under the MISTRACprogram.

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All command aviation safety programs mustinclude methods for checking the elimination ofhazards. Squadron, group, wing, ship, or othercommand levels can identify recommended correctiveactions. COMNAVSAFECEN uses MISTRAC to trackcompletion of these actions.

COMNAVSAFECEN directs a MISTRAC pro-gram designed to track recommendations. MISTRACfiles contain a record of recommendations submitted toeliminate hazards. Individual MISTRAC files include asummary of the related mishap or hazard, recommendedcorrective actions, endorsement(s), and summary ofaction taken. The responsible aircraft operations analystmaintains the aircraft model files. He or she uses thosefiles to track recommendations to closure. Hazardsexcluded from MISTRAC are as follows:

Near mid-air collisions (NMACs)

Bird strikes

Physiological episodes

Embarked landings

Mishaps and hazards not requiring endorsementbeyond the unit commanding officer

When corrective action is incomplete, a recom-mendation becomes a mishap and hazard recom-mendation (MISREC) if

1. it is assigned a risk assessment code (RAC) of Ior II and is favorably endorsed by a controllingcustodian or

2. it is designated a MISREC by COMNAVSAFE-C E N .

Since a MISREC is considered to have a specialstatus, it is given a separate tracking file. NAVSAFE-CEN tracks each recommendation, regardless of theRAC assigned. Closing out the referenced mishap orhazard requires the action agency assigned to submit arecommendation or MISREC. We consider recom-mendations and MISRECs involving incomplete actionas privileged information.

Semiannually on 1 March and 1 September,COMNAVSAFECEN provides action agencies with alisting of all MISRECs under their responsibility. Thislisting provides information those agencies can use toupdate the MISREC files. This information includes theMISREC that generated the mishap or hazard summary,all endorsements, and all transactions that have takenplace to the date of the report.

COMNAVSAFECEN provides a listing of allMISRECs to the controlling custodians semiamually (1June and 1 December) to help in the overall monitoringof MISRECs. COMNAVSAFECEN also updatesMISREC files based on information received fromaction agencies, controlling custodians, pertinentmishap data, and other DOD agencies.

COMMAND AVIATION SAFETYPROGRAM

The command aviation safety program promotesaviation safety through the command's attitudes andpractices as well as through written policies, procedures,and plans. The aim of a command aviation safetyprogram is to end hazards within the command andwithin naval aviation. In addition, the program mustenhance the safety awareness of all personnel.

Safety is an inherent responsibility of command.Thus, the chain of command carries out the program.The command must generate and carry out safetypolicies and directives based on instructions coveringthe many different types of safety programs andprocesses. The goal of the safety program is to enhance

injuries and material loss and damage.

COMMAND AVIATION SAFETYRESPONSIBILITIES

Although all aviation personnel are responsible forcarrying out the command aviation safety program,certain command personnel have the primaryresponsibility for the program.

Commanding Officer

The commanding officer of an activity appoints anaviation safety officer (ASO) as specified in theStandard Organization and Regulations of the U.S.Navy, OPNAVINST 3120.32C. This instruction lists thecommand ASO's responsibilities and how the ASOshould establish the program within the command.

Aviation Safety Officer

The aviation safety officer (ASO) acts as principaladviser to the commanding officer on all aviation safetymatters. He or she advises and aids the commandingofficer in setting up and managing a command aviationsafety program. Providing safety education throughoutthe command is a responsibility of the ASO. He or shealso ensures the incorporation of safety standards and

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procedures into all activity functions. The ASOcoordinates safety matters among the organization staff.He or she maintains appropriate aviation safety recordsand mishap statistics. The ASO must be a primary billetassignment.

The aviation safety officer and Quality Assurance/Analysis (QA/A) Division personnel, working together,develop a local maintenance instruction (MI) orcommand type of instruction. This instruction identifiesthe command policies and responsibilities of allconcerned. You should consult the followingpublications during the instruction developmentprocess:

The Naval Aviation Safety Program, OPNAV-INST 3750.6R

Navy Occupational Safety and Health(NAVOSH) Program Manual for Forces Afloat,OPNAVINST 5100.19D

Navy Occupational Safety and Health(NAVOSH) Program Manual, OPNAVINST5100.23F

NAVAIROSH Requirements for the ShoreEstablishment, NAVAIR A1-NAOSH-SAF-000/P-5100-1

The ASO and QA/A Division personnel investigatemost mishaps/incidents and hazards in their activity.OPNAVINST 3750.6R identifies report requirementsand specifies the conditions under which you reportmishaps and injuries to the Commander, Naval SafetyCenter. To prevent mishaps and their causes, localactivities should check the effectiveness of their safetyprogram and mishap investigation and reportingprocedures.

The key to having an effective safety program iseffective communication at all levels of command. Avariety of publications are available to the safety officerand key members in the safety program to help in thecommunication process. The Naval Safety Center helpsto promote safety in aviation through varioussafety-oriented publications. They are described inchapter 1. Some of the publications available thatcontain current, accurate information you can use tohelp prevent aviation mishaps include:

Approach magazine

Aviation Safety Bi-weekly Summary

MECH magazine

FUNCTIONS OF THE COMMANDAVIATION SAFETY PROGRAM

Sound, positive leadership combined with able andproper management of the command aviation safetyprogram ensures the reinforcement of the followingthree program functions:

1. Hazard detection

2. Hazard elimination

3. Safety education and awareness

Hazard Detection

We accomplish hazard detection most often at thesquadron level. However, the Aviation Safety Programrequires that command aviation safety programs at alllevels include methods for hazard detection.

Hazards exist as a result of poor design, improperor unprofessional work or operational practices, andinadequate training or preparation for a task or mission.Other causes of hazards include inadequate instructionsor publications or a demanding and unforgivingenvironment. Each member of the command mustsupport a program of reduced risks by reporting hazards.

Hazard Elimination

The keys to effective hazard elimination areknowledge, required procedures and reportinginstructions, proper use of materials and equipment, andsafety awareness. As hazard detection is an all-handseffort, so too is hazard elimination. You can readilyidentify some hazards and correct them on the spot.Others, however, are more difficult to identify. Weaccomplish hazard elimination through remedial actionto correct hazards. This action is divided into thefollowing three parts:

1.

2.

3.

Reporting of hazards

Remedial action to correct hazards

Monitoring of corrective actions

Safety Education and Awareness

Each command aviation safety program mustinclude a safety education and awareness program toprovide safety training and to enhance safety awareness.Safety education provides routine safety trainingcovering all safety subjects, including aeromedical, aswell as formal U.S. Navy aviation and related safetycourses. Safety education provides training on how to

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properly identify, report, and correct hazards. It alsoprovides training on properly managing safetyinformation, which involves its collection, circulation,and control.

ELEMENTS OF THE COMMANDAVIATION SAFETY PROGRAM

Setting up a proper aviation safety climate isrequired for a successful aviation safety effort. Thecommanding officer creates a set of command safetygoals and standards and sets up a means of enforcingthose standards. In addition, he or she creates anenvironment that will enhance safety hazard detectionand elimination and promote safety education, training,and awareness programs. The following elements of thecommand aviation safety program are vital to asuccessful safety effort:

Command climate—The commanding officermust foster a climate that promotes the goal of thecommand aviation safety program. He or she establishesthe goal, monitors achievements of the program, andsets the standards.

Command safety goals—The commandingofficer establishes a clear set of aviation safety goals andan aviation safety policy. The policy defines what thecommander expects of command personnel to attainthese goals.

Command safety organization—The com-manding officer must issue a description of thecommand safety organization and the tasks or functionsof each member of the command safety organization.The flight surgeon or wing flight surgeon serving thecommand is responsible for the aeromedical aspects ofthe command safety program.

Aviation Safety Council—If the command is asquadron, an air station, or a larger activity, the com-mand must form an Aviation Safety Council. Thecouncil sets goals, manages assets, and reviews safety-related recommendations. The council keeps records ofthe meetings it holds. Members of the council reviewcommand plans, policies, procedures, conditions, andinstructions to make sure they are current and correct.The council also responds to corrective recom-mendations. Standing members of the council includeaviation, ground, and aeromedical (flight surgeon)safety officers.

Enlisted Aviation Safety Committee—Repre-sentatives from each work center and other designatedactivities, such as the Medical Department and Aircraft

Intermediate Maintenance Department (AIMD), formthe Enlisted Aviation Safety Committee. The committeemeets once a month to discuss safety deficiencies andprovide recommendations for improved safety practicesand promotion of safety awareness. The committeekeeps a record of attendance and subjects discussed atthe meetings. The commanding officer responds to allrecommendations of the committee in writing and in atimely manner.

Each activity safety petty officer/noncommissionedofficer should complete the personnel qualificationstandards (PQS) for Aviation Safety PO/NCO, NAV-EDTRA 43218.

Safety Standdown

The command may conduct periodic safetystanddowns devoted to providing dedicated time forsafety training and awareness. In addition, safety stand-downs enhance the command safety climate.

Safety Surveys

To measure the command's safety posture, thecommand should conduct periodic safety surveys. Theymay consist of in-house safety surveys conducted byunit personnel. The surveys also may consist of externalservices provided by a sister aviation activity, a wing,or a higher staff. The survey might be a formal surveyby the NAVSAFECEN survey team. The recommendedfrequency of formal NAVSAFECEN surveys is every2 years.

Safety Training

The command must conduct and document periodicsafety training within the command. The commandmakes sure personnel attend required formal safetytraining courses. nose who are unable to attend mustrequest a waiver from higher authority.

Investigation of Suspected Hazardsand Reporting Requirements

The command must investigate and determinerecommended corrective action on all hazardsdiscovered or reported. The command must reporthazards as required by OPNAVINST 3750.6R,OPNAVINST 4790.2H, and other applicable directives.Reporting of hazards contributes to safety and hazardawareness. Reporting of hazards also helps in obtainingcorrective action and improves procedures, processes,and materials.

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General Safety LINE AND FLIGHT DECKSAFETY PRECAUTIONS

The command should make sure it effectivelycovers programs in general safety, such as hearingconservation, flight deck/flight line safety, traffic safety,home safety, and hazardous materials.

SHIPBOARD AIRCRAFT SAFETY

Flight decks are hazardous, and their danger topersonnel goes beyond the chance of crashes. Exhaustson jet engines can propel personnel into other objects orover the side of the ship. Propellers and rotor blades canmaim or kill. Aircraft carry ordnance and fuel that cancause fires and explosions. Moving aircraft can hitpersonnel. The ship pitches and rolls. For those reasons,all personnel whose job requires them to work on theflight deck must be constantly alert and aware of alldangers to avoid injury or death.

Flight line safety precautions, discussed later, applyto flight deck operations. The primary difference is thelimited space and tempo of operations experienced onthe flight deck. The flight deck is increasingly moredangerous.

All personnel assigned flight quarters on or abovethe hangar deck must wear appropriate jerseys andhelmets. Personnel on the flight deck during flightquarters must wear the following equipment:

A cranial impact helmet or its equivalent

Goggles

Sound attenuators

Flight deck shoes

Flotation gear

An adequately secured whistle

A survival light

FOREIGN OBJECT DAMAGE

Engines can suck up loose objects from the deck orarea around the intake. That can cause costly foreignobject damage (FOD) or complete loss of the engine.Personnel must inspect the deck and other areas for FODby conducting FOD walkdowns before beginning airoperations or when starting engines for maintenance.Flight deck personnel must not put loose objects in shirtpockets and must keep their shirt pockets buttoned whilethey are in a flight operations area. FOD prevention isone of the reasons we prohibit the dumping of trash andgarbage during launch and recovery operations.

You must observe several miscellaneous safetyprecautions when working on the aircraft flight line andthe carrier flight deck. The following precautions are ofspecial importance to ensure your safety as well as thesafety of your coworkers.

Propellers and Rotors

The first general precaution you must observe whenworking on the line around propeller-driven aircraft orhelicopter rotors is to BEWARE OF PROPELLERS.When you see a propeller, let it be a constant reminderto STAY CLEAR! In general, do not cross in front ofmoving propellers, as whirling propellers are not easilyseen. A good habit is to always walk around propellers.Keep the area around the aircraft clear of loose gear anddebris.

Intake Ducts

Maintenance of jet engines presents several majorhazards. The air intake duct of operating jet enginesrepresents an ever-present hazard. It is a hazard both topersonnel working near the inlet duct of the aircraft andto the engine itself if the turn-up area around the frontof the aircraft is not kept clear of debris. Jet engines will"eat" anything, and they have no respect for life or limb.This hazard is, of course, greatest during maximumpower settings (high-power turn-up).

The air inlet duct may develop enough suction topull hats, eyeglasses, loose clothing, and rags frompockets. Personnel should properly secure or remove allloose articles before working around operating jetengines. In some engines, the suction is strong enoughto pull a person up to or, in some cases, into the inlet andpull the person's eyeballs out. Needless to say, person-nel must take every precaution to keep clear of theintakes.

Protective screens are supplied as part of theground-handling equipment for most jet aircraft. Thesescreens should be installed before maintenanceturn-ups. The use of turn-up screens protects both per-sonnel and engines. It does NOT eliminate the need forcaution; a person can receive serious injury as a resultof being pulled against the screen. Small items can bepulled through the screen, resulting in thousands ofdollars of damage to the engine.

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Figure 8-3.—Ear-protective devices.

Exhaust Area Hazards

Jet engine exhaust creates several hazards. Testsshow that while the carbon monoxide content of jetexhaust is low, other gases are present that are imitatingto the eyes. Less noticeable, but as important, is therespiratory irritation exhaust fumes may cause.

The two most important hazards of jet engineexhaust are the high temperature and high velocity ofthe exhaust gases from the tail pipe. You can find hightemperatures up to several hundred feet from the tailpipe, depending on wind conditions. Closer to theaircraft, temperatures are high enough to damageasphalt pavement.

When a jet engine is started, excess fuelaccumulates in the tail pipe. When the fuel ignites, longflames can be blown out the tail pipe. Flight linepersonnel should know the possibility of this hazard.They should keep all flammable materials clear of thedanger area.

During maximum power settings, the high velocityof the exhaust gases may pick up and blow loose dirt,sizable rocks, sand, and debris several hundred feet.that creates an eye and FOD hazard. Therefore, youshould use caution when parking an aircraft for run-up.The general information section of the applicablemaintenance instruction manual (MIM) contains

information about exhaust area hazards. Theseinstructions should be strictly adhered to. NO ONESHOULD FOOLISHLY EXPERIMENT WITHTHE SPECIFIED SAFETY MARGINS.

After engine operation, no work should be done tothe exhaust section for at LEAST ONE-HALF HOUR(preferably longer). If work is required immediately,personnel must wear heat-resistant gloves.

Engine Noise

Jet engines produce noise capable of causingtemporary as well as permanent loss of high-frequencyhearing. On the flight line, noise levels can exceed 150decibels (dB). When working around jet engines, youshould take the following precautions to protect yourhearing:

Report on time for your annual or periodicaudiograms.

Do not exceed the directed time limits onexposure to the various sound intensities.

Wear the proper ear protection, such as earplugsor sound attenuators (fig. 8-3). If double hearingprotection is specified, wear earplugs under yourcranial earmuffs.

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Damage to hearing occurs when you expose yourears to high sound intensities for excessive periods. Thehigher the sound intensity, the shorter the period ofexposure that will produce damage. As stated in anearlier chapter, exposures above an 84-dB(A) soundintensity, without hearing protection, can cause hearingdamage.

The wearing of approved earplugs or soundattenuators will protect you from hearing loss. Inextremely high noise level areas, such as the flight line,even double protection may not be enough protection.In such cases, time limits are set for allowable exposuresto noise. Wearing hearing protection can raise the limitsof time exposure. All personnel working within dangerareas should be familiar with calculated decibel levels(as specified in the applicable maintenance instructionmanual) and should wear the required protectiveequipment.

Movable Surface Hazards

Movable surfaces such as flight control surfaces,speed brakes, power-operated canopies, and landinggear doors are a major hazard to flight line personnel.

These units are normally operated during groundoperations and maintenance. Therefore, you shouldensure that all personnel and equipment are clear of thearea before operating any movable surface.

SUMMARY

In this chapter, we addressed the scope and goal ofthe Naval Aviation Safety Program. We covered theconcepts and individual responsibilities associated withthe safety program. We discussed the command aviationsafety program functions and its elements. Weexamined hazard reports, naval aircraft mishap reports,and mishap investigation reports. We considered theendorsements required on both hazard reports andmishap investigation reports. We examined generalshipboard aircraft safety. Finally, we discussed theimportance of monitoring mishap corrective actions.

We did not intend for this chapter to make you anexpert in naval aviation safety. The chapter wasdeveloped to provide you with a basic introduction toaviation safety as well as the references you shouldconsult for additional information.

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CHAPTER 9

EXPLOSIVES SAFETY

This chapter will acquaint you with basic explosivessafety precautions. All activities involved with ordnancehave experts trained in the areas of ordnance usage,stowage, handling, disposal, and transportation. As asafety supervisor, you must know about ordnance safety.It will be up to you to reduce hazards and to help preventmishaps. In this chapter we briefly discuss the followingtopics:

Purpose and elements of the Naval ExplosivesSafety Program

Organization and general responsibilities of theNaval Explosives Safety Program

The safety supervisor's ordnance safetyrequirements and responsibilities

General safety precautions for freight/weaponselevators and ammunition hoists

Personal protective equipment

Protective clothing worn during ordnancehandling

Prohibited articles in hazardous areas

Ordnance hazards associated with fire and heat

Qualification/certification criteria and proce-dures

Definitions and terms associated with explosivesmishap reports

Reportable mishaps or deficiencies

Investigation and reporting responsibilities

THE NAVAL EXPLOSIVES SAFETYPROGRAM

Preventing the premature, unintentional, orunauthorized discharge of explosives and devicescontaining explosives is what explosives safety is allabout. It involves a decrease in the effects of explosions,combustion, and toxicity. It includes all mechanical,chemical, biological, and electrical hazards associatedwith explosives and hazards of electromagneticradiation to explosive ordnance. In addition, explosives

safety includes equipment or systems in whichmalfunction would hazard the safe handling,maintenance, storage, transfer, release, delivery, orfiring of explosives.

The Weapons Systems Explosives Safety ReviewBoard (WSESRB) reviews the explosives safety ofweapons or explosives systems. It makes safetyrecommendations to the proper naval systemscommander or project manager responsible for thesystem or material under review. This board, headed bya representative of the Commander, Naval Sea SystemsCommand (COMNAVSEASYSCOM), consists ofrepresentatives from appropriate systems commandsand other commands as necessary.

The Department of Defense Explosives SafetyBoard (DDESB) sets up explosives safety standards forDepartment of Defense (DOD) personnel. It advises theSecretary of Defense and each DOD component onhazardous conditions associated with the handling,transportation, and storage of explosives andammunition. This board consists of one colonel orcaptain (O-6, or senior) from each military department.An officer or a person of equivalent seniority chairs theboard. That position rotates among the departments.Liaison officers and a permanent secretariat of seniorcivilian explosives safety engineers from each of themilitary departments provide technical support to theboard.

PURPOSE AND ELEMENTS OF THENAVAL EXPLOSIVES SAFETY PROGRAM

The purpose of the Naval Explosives SafetyProgram is to ensure safety and enhance operationalreadiness. The program uses several elements to reduce,to a minimum, the chance of injury, loss of life, andproperty damage.

Explosives Safety Standards

Explosives safety standards are an essential elementof the Naval Explosives Safety Program. The DDESBsets explosives safety standards and periodicallycoordinates their revision. These standards guide DODcomponents in avoiding the hazardous conditionsconnected with explosives. Appropriate Naval Sea

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Systems Command (NAVSEASYSCOM) publicationspublish the standards for naval use and observance.

Explosives Safety Studies

Explosives safety studies, surveys, and reviews areconducted as part of the Naval Explosives SafetyImprovement Program (NESIP). The Chief of NavalOperations (CNO) established this element of the safetyprogram. The WSESRB conducts some of the reviews,while the Navy Ammunition and Hazardous (AMHAZ)Materials-Handling Review Boards conduct others. TheNaval Sea Support Center detachments conduct detailedinspections.

Explosives Safety Training

Training is another key element of the NavalExplosives Safety Program. You must make sure yourpersonnel follow safe operating practices andprocedures. To do that, they must maintain a clear andpractical understanding of mishap prevention. Makesure the personnel involved in handling or transportingexplosives know how to perform their work safely andquickly. Experienced commissioned officers or pettyofficers train shipboard personnel until they arecompetent to perform their work under less directsupervision. We address training in more depth later inthis chapter.

Explosives Safety Inspections

One element required of all levels of command isthe establishment and continuation of a positiveexplosives safety inspection program. This program,too, must be present at all levels of command.

Explosives Mishap Investigationsand Reporting Procedures

The final element of the Naval Explosives Safetyprogram is the use of explosives mishap investigationand reporting procedures. The gathering of informationconcerning mishaps, incidents, and material safety isbasic to any safety program. Such information helps youto develop organized steps needed to prevent furthermishaps. We discuss investigation and reportingprocedures later in this chapter.

ORGANIZATION AND GENERALRESPONSIBILITIES OF THE NAVALEXPLOSIVES SAFETY PROGRAM

The Naval Explosives Safety Program is animportant part of the primary program areas (shore,surface, aviation, and submarine and diving). It extendsinto several support areas of the Naval OccupationalSafety and Health (NAVOSH) Program. It applies to allpersonnel, civilian and military, in any Department ofthe Navy duty assignment in which explosives are, ormay be, present.

The CNO exercises general supervision andcommand authority for the application of technicalguidance. Within the Office of the CNO, the DeputyChief of Naval Operations (DCNO) (Logistics, N4)supervises U.S. Navy explosives safety matters. TheDCNO exercises the authority of the Secretary of theNavy for waiver of explosives safety requirements. TheDCNO coordinates with the Commandant of the MarineCorps the explosives safety policies, programs, andguidance that mutually affect Navy and Marine forces.

NAVSEASYSCOM sets up and issues technicalstandards and criteria and provides technical help to theDepartment of the Navy. NAVSEASYSCOM alsofurnishes technical advice and evaluations to the CNOwhen operational requirements conflict with technicalrequirements. NAVSEASYSCOM directs andcoordinates all technical offices concerning explosivessafety and prepares data as needed to analyze programeffectiveness. This command also provides thenecessary technical advice and guidance fordevelopment of training programs. These programs setup a level of competence within the Department of theNavy that ensures the success of the Naval ExplosivesSafety Program.

The following is a list of commanders who haveassigned respomibilities under the supervision of theCNO (N4):

Commander, Naval Air Systems Command

Commander, Naval Electronic SystemsCommand

Commander, Naval Supply Systems Command

Commander, Naval Facilities EngineeringCommand

The Commander, Naval Safety Center (COMNAV-SAFECEN), provides support to the CNO (N4) in the

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supervision and management of the Naval ExplosivesSafety Program.

All commands having custody of explosivematerials must make sure only qualified personnelhandle those materials. Commands must submit reportsof explosives mishaps. We discuss both the certificationprogram and explosives mishap reporting later in thechapter.

ORDNANCE MISHAP PREVENTION

Improper processing, handling, loading, and testingof explosive devices have, in the past, caused mishaps.These mishaps resulted in injury, loss of life, or damageto property. They also reduced the working effectivenessof both fleet and shore activities.

Personnel error is the major cause of mishaps withexplosive devices. Analysis of mishaps caused bypersonnel error shows that the most common reasons fortheir occurrence are as follows:

Lack of training

Improper procedures

Improper handling

Lack of proper supervision

Inattention

Complacency

THE SAFETY SUPERVISOR'S ORDNANCESAFETY REQUIREMENTS ANDRESPONSIBILITIES

As an ordnance safety supervisor, you must befamiliar with current directives in ordnance safety, suchas Ammunition and Explosives Ashore, NAVSEA OP 5,and Ammunition Afloat, NAVSEA OP 4. You alsoshould know the type and classification of ordnancewithin your command or activity. In addition, youshould know the specific hazards the various types ofordnance pose. Personnel supervising the use, care,inspection, handling, preparation, or routine disposal(excluding explosive ordnance disposal operations) ofammunition and explosives must adhere to thefollowing guidelines:

1. Be qualified and certified as required byOPNAVINST 8020.14 and supplementalregulations.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

Make sure personnel obey all regulations andinstructions; remain vigilant throughout theoperation; and strictly prohibit horseplay.

Carefully instruct and frequently warn person-nel under them of the need for care and constantvigilance.

Brief working parties on related safety instruc-tions before they begin an operation. Know thehazards of fire, explosion, and other catastro-phes that the safety regulations should prevent.

Be alert to detect any hazardous procedures orpractices. Know the symptoms of a deterio-rating mental attitude of certified personnel,and take immediate corrective action upondetecting such symptoms.

Make sure subordinates are qualified andcertified to perform the job assigned to them.Make sure their certification is current. Reportthose personnel who are not qualified for theirassigned work to their immediate superior.

Enforce orders about the maximum number ofpersonnel pemitted in the hazard area.

Permit the use of only authorized tools andhandling equipment for the operations. Makesure personnel use them in the mannerspecified by standard operating procedures.

Keep the area clean; prevent the blocking ofsafety exits, aisles, and accesses to fire-fightingequipment.

Enforce compliance with safety regulationsthat concern protective clothing and equip-ment. That includes inspecting; maintaining; orreplacing, if necessary, goggles, gloves, respi-rators, aprons, and other personal protectiveequipment. Instruct personnel on the purposeand use of protective equipment before theyengage in an operation requiring its use.

Before leaving at the end of a work day, makesure all conditions in the work area are safe.

Inform the immediate supervisor of any areaneeding lights, guards, safety appliances, orrepairs.

Report in writing to the commanding officerany requests, suggestions, or comments aboutsafety standards.

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14.

15.

16.

17.

18.

Assign personnel to guide ordnance throughscuttles or hatches. Install 1-inch pads on edgesof openings.

Refrain from competing with other ordnance-handling parties. Prohibit any other cargo-handling operations during ordnance-handlingoperations.

Post warning signs during ordnance-handlingoperations, and hoist the "BRAVO" flag.

Keep ordnance-handling parties small.

Alert your immediate supervisor of the need forexplosive ordnance disposal (EOD) personnelto remove defective or suspected ammunitionfrom the work area.

As a supervisor, you have no authority to waive oralter NAVSEASYSCOM and other commands' safetyregulations. You cannot permit anyone to deviate fromor violate these regulations.

Ordnance Handling Training of Subordinates

You now know what your duties as a supervisor are.What are the duties of those personnel you train andsupervise? Operating personnel must read, understand,and strictly follow all safety standards, requirements,and precautions that apply to their work or duty.

Personnel working with hazardous munitions mustknow that such substances are designed to explode andare always dangerous. Make sure they are trained toinstantly respond to, or initiate, any warning signal. Thesignal can be oral, visual, audible, or any combinationof these. Conduct training on a regular basis to ensureall personnel are aware of the meaning and intent of allwarning signs, safety precautions, and instructions.

In addition, train your subordinates to take thefollowing actions:

1.

2.

3.

4.

Immediately report to their supervisor anycondition, actions, or equipment or material theyconsider unsafe

Immediately warn other personnel when theyare in danger because of known hazards or bytheir failure to obey safety precautions

Wear or use approved protective clothing orequipment, as required

Immediately report to their supervisor any injuryor evidence of impaired health to themselves orothers occurring during work or duty

5.

6.

7.

8.

9.

Warn others if an unforseen hazard occurs bygiving an audible warning; exercise reasonablecaution in such appropriate situations

Immediately report to their supervisor thepresence of unauthorized personnel in the area

Thoroughly wash hands after handling ordnance

Refrain from moving cracked, dented, de-formed, corroded, or otherwise damagedordnance

Avoid handling ordnance that is "armed" or onwhich the safety device is off, unless directedotherwise

General Ordnance Precautions

The greatest danger from ordnance is explosion.Because of built-in safety devices, ordnance requiresoutside intervention to set it off unintentionally. Fire,excessive heat, improper handling, or simple mis-judgment or mistakes can cause a weapon to detonate.The major safety factor in preventing an ordnancecatastrophe is having a well-experienced and knowl-edgeable person in charge. He or she must identify andcorrect potential safety hazards. A crew who knows andunderstands the basics of ordnance safety and has a realrespect for ordnance hazards helps its supervisor. Thefollowing is a list of general ordnance precautions thatyou and your subordinates must follow:

1.

2.

3.

4.

5.

6.

7.

8.

9.

Do not smoke or allow open flames nearordnance.

Stop operations immediately if ordnance leaksany material. Notify supervisors who will takecorrective action.

Use ordnance only for its designed purpose.

Make sure fire-fighting equipment is availablenear ordnance operations.

Do not eat or drink near ordnance.

Know and understand decontaminationmethods if handling chemical ordnance.

Get immediate first aid if fuels or oxidizerssplash on you.

Never enter a space where you suspect liquidfuel leaks without having a gas free surveyconducted.

Report all mishaps immediately.

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10.

11.

12.

13.

14.

Do not try to alter or change ordnance in anyway.

Use only authorized equipment to perform anyoperation on ordnance.

Electrically ground weapons during assembly,disassembly, and check-out.

Use approved standard operating procedures(SOPs) for all hazardous operations.

Suspend operations involving ordnance duringthunderstorms or high winds as directed bylocal regulations.

GENERAL SAFETY PRECAUTIONS FORFREIGHT/WEAPONS ELEVATORS ANDAMMUNITION HOISTS

When working around freight/weapons elevatorsand ammunition hoists, observe the following safetyprecautions:

Always emphasize safety as well as followingsafety procedures when using freight/weaponselevators and ammunition hoists. Allow onlytrained personnel to operate this equipment.Ensure they know how to operate emergencydevices.

Inspect the elevators and hoists at least once eachweek or after use. Look for loosened or damagedparts. Tag the equipment OUT OF SERVICEbefore beginning repairs, adjustments, orinspections. Until repairs are complete, makesure elevator doors remain locked or barricadesremain erected if they must remain open.

Place a placard or card in each elevator showingits safe working load. You must never exceed thesafe working load.

Authorize personnel to use only those elevatorsspecified for passenger use. Elevators notauthorized for passenger use must carry a KEEPOFF THIS ELEVATOR WHEN NOT INOPERATION sign.

Close and secure all elevator doors or gatesbefore starting the elevator and when in use.

Keep hands away from motor-operated doors ifyou are the operator. When you can manuallyoperate doors or gates, grasp only the handlesprovided. Operators must never leave theelevator-operating mechanism unprotected.

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Remove the load from an elevator or hoist thatdoes not start. If the elevator or hoist still fails towork, call maintenance personnel for help. Donot jump off the elevator if it refuses to stop.Safety devices and automatic terminal stopsshould take care of an emergency.

Perform maintenance and testing of elevatorsaccording to Naval Ships' Technical Manual(NSTM), chapter 700.

Use more than one person to move the elevatorwhen performing maintenance.

Use only elevators and hoists designated forammunition.

Secure covers on ammunition hoists when not inu s e .

Make sure personnel do not ride in or on top ofammunition hoists to perform maintenance ofany type.

Load heavy loads in the center of the platform.Make sure the operator exercises extreme care inhandling such loads. While onloading oroffloading heavy loads, make sure the operatorchecks to see that locking devices and safehoisting attachments are in place.

PERSONAL PROTECTIVE EQUIPMENT

Personnel who handle ordnance must wear properpersonal protective equipment (PPE). his equipmentconsists of garments and devices needed to protectpeople from hazards inherent to the performance ofspecific jobs. Do not mistake PPE with safe work attire,such as short sleeves, cuffless trousers, or safety shoes.PPE does nothing to reduce or eliminate a hazard, andits failure means immediate exposure to the hazard. PPEmay become ineffective or misused without the wearerknowing so, which is particularly serious.

You must provide personal protective clothing andequipment and make sure personnel use them in thefollowing situations:

When enclosing or isolating a process, or whenequipment is impractical

When making process-material substitutions

When providing ventilation

When using other control measures

When short exposures to hazardous airborneconcentrations may occur

When certain or accidental spills may occur

Always make sure personnel observe the followingsafety precautions:

Wear ear protection when handling ordnanceduring firing exercises

Wear nonskid, steel-toed safety shoes whenworking with ordnance

Clean their protective clothing after each use toremove all traces of contamination beforestowing it

Inspect clothing for damage, deterioration, orother defects before using it

Reject any items that are not completelysatisfactory

When working with ordnance containing whitephosphorus, make sure enough emergency equipment isavailable for personnel to use.

PROHIBITED ARTICLES INHAZARDOUS AREAS

Personnel working with explosives or in areaswhere explosives are present must not wear certainclothing articles. They also must not wear or carrycertain prohibited articles. Some of the prohibitedarticles are listed in the following paragraphs.

Articles of Adornment

Personnel may not wear articles of adornment, suchas watches, rings, necklaces, chains, bracelets, earrings,neckties, and scarves, in the following situations:

When working with exposed explosives or inareas where exposed explosives are present

When operating moving or rotating equipment

When physically handling material, such as thatinvolved in lifting or moving

When working with equipment that could causeelectric shock

When handling weapons with electric leads

There are several exceptions to the above list.Personnel may wear articles of religious adornment ifthe local safety office approves. Operators of

materials-handling equipment engaged in receipt,storage, and issue of material may be exempted at thediscretion of the local safety office. Another exemption,if approved by the local safety office, concernspersonnel operating or testing electrical equipment thatis properly grounded.

Tools

Personnel must use authorized tools when workingon explosives or in an explosives area. You, assupervisor, should make periodic inspections to ensurecompliance.

Firearms

Do not permit anyone carrying a firearm to enter anyexplosives area or building. The exceptions are couriers,assigned security personnel, or personnel responding toan emergency.

Matches and Lighters

Unless the commanding officer gives writtenauthorization, do not permit matches, cigarette lighters,and other spark-producing devices in explosives areas.

Food

Personnel must not bring food to any area or eat,drink, or store food in any area in which the handling orstoring of explosives or chemical agents occurs.

ORDNANCE HAZARDS ASSOCIATEDWITH FIRE AND HEAT

Fire is a hazard to life and property, especially whenammunition and explosives are involved. Many of thesematerials are extremely sensitive to heat. They react attemperatures much lower than those required to igniteordinary wood, paper, or fabrics. Even indirect heatgenerated by a fire could start a reaction that could resultin an explosion. The first and most important rule inoperations involving ammunition and explosives is tokeep them away from excessive heat!

All personnel concerned with ammunition andexplosives must investigate the cause of fires. They mustalso recognize and follow good practices to preventfires. Personnel concerned with ammunition mustthoroughly understand procedures for fighting andcontrolling fires involving explosive materials. Havinga well-trained and efficient organization responsible forfire safety is especially important. Personnel concerned

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with ammunition must have a full awareness of theirresponsibility.

Immediately report all fires starting nearammunition or explosives. Begin fighting the fire withall available means and without awaiting specificinstructions. If the fire involves explosive material or ifit is supplying heat to explosives, evacuate personnel inthe area and seek safety. Also evacuate personnel if afire is so large that you cannot extinguish it with theequipment available.

Personnel engaged in fighting fires involvingexplosives and ammunition should seek available cover.Do not expose yourself unnecessarily to intense heat,flying fragments, or possible explosions.

Fire Hazard and Fire-Fighting Indoctrination

Make sure all personnel, supervisory or otherwise,receive indoctrination about, and become thoroughlyfamiliar with, fire hazards and fire-fighting equipment.They must be familiar with the safety practices of theoperations for which they are responsible. They must befamiliar with the fire bill provisions, both general andlocal, that apply to their operation. They must know theactions to take if a fire emergency develops.

Fire Watch Responsibilities

You must make sure that a qualified fire watch,adequately prepared and equipped, is standing by duringthe following evolutions:

Maintenance and repair work involving openflames or heat-producing devices near or withinan area where personnel store, process, or handleexplosives

Disposal operations

Fire Hazard Inspections

Fire hazard inspections conducted periodically arean important part of fire prevention. You shouldregularly inspect, preferably monthly, all areas andbuildings of an ammunition activity. Common causes offire and fire violations include, but are not limited to thefollowing:

Excessive amounts of combustible, explosive, orotherwise dangerous materials

Hazardous conditions arising from defective orimproperly installed equipment and machinery

used for processing or handling ammunition orexplosives

Dangerous accumulations of rubbish, wastepaper, boxes, and shavings

Improper storage of materials

Obstructions interfering with the use of fire exits,fire doors, or fire-fighting equipment

Insufficient, inoperative, or poorly maintainedfire-fighting equipment

Uncontrolled vegetation growing aroundbuildings and magazines

Evidence of violations of smoking regulations orthe use or possession of matches, cigarettelighters, or other prohibited articles

Missing or improperly posted fire bills

Unauthorized use of heat- or flame-producingdevices or equipment in restricted areas

Smoking Regulations

Personnel must not smoke in areas containingammunition, explosives, or any other hazardousmaterials. You should conspicuously display NOSMOKING signs where smoking is prohibited. Thecommanding officer may appoint certain smoking areaswithin restricted areas.

Housekeeping

An essential element of any fire prevention effort isgood housekeeping. Accumulations of explosive dust,combustible scrap, and flammable residue are primarysources of destructive fires. Keep areas clean andorderly to reduce fire hazards. Do not allow rubbish andtrash to gather. Stack combustible material in an orderlymanner to prevent toppling or collapsing of stacks.

EXPLOSIVES HANDLING PERSONNELQUALIFICATION AND

CERTIFICATION PROGRAM

The intent of the Explosives Handling PersonnelQualification and Certification Program is to make sureyou qualify and certify personnel before they performany task involving explosive devices. This programconcerns everyone involved in the handling, prepara-tion, inspection, or adjustment of live ammunition.

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You should permit only reliable, mentally sound,and physically fit persons to work with or use explosivesand ammunition. Make sure their qualification andcertification are current.

QUALIFICATION PROCEDURES

Personnel qualify at various levels, such as teammember, quality assurance, and safety observer. Wediscuss the different qualification levels in later para-graphs.

Explosive devices are segregated into representa-tive "family types." That prevents the need for personnelto qualify on every type of ordnance or ammunition.Personnel qualify by demonstrating their skills before acertified member of the certification board. They showeach evolution they will perform (for example,assembly and testing) on the specific explosive device,represented by a family type of device, if appropriate.The person qualifying must know the documentation,such as a technical manual, that applies to each deviceand how to use it.

QUALIFICATION LEVELS

As with any qualification process in the Navy, thereare different levels and minimum standards forcertification. The qualification levels and correspondingbasic qualification standards are as follows:

1. Team Member (TM): Members must have anawareness of basic safety precautions about the worktask and explosive devices concerned. They must havereceived formal or on-the-job training and must havebeen recommended by their immediate supervisor.NOTE: TM qualified personnel will perform in teamconcept only under supervision of a Team Leader.

2. Individual/Team Leader (I/TL): Team Leadersmust have the same basic qualifications as a TM. Theymust have sufficient knowledge and must havedemonstrated the skill required to be entrusted withperforming the work task alone or to direct theperformance of others in safe and reliable operations.They must be capable of interpreting the requirementsof applicable checklists and assembly/operatingmanuals.

3. Quality Assurance (QA): QA personnel musthave the same basic qualifications as an I/TL. They musthave a detailed knowledge of applicable inspectioncriteria for the explosive/device system. They must beable to determine whether an explosive device/systemis functioning properly while in use. They must be able

to determine whether the individual followed necessaryassembly or installation procedures according toapplicable directives.

4. Instructor (IN): Instructors must have the samebasic qualification as an I/TE. They must have therequired skills to instruct others and provide formaltraining using an approved course of instruction.

5. Safety Observer (SO): Safety observers mustknow enough about safety procedures and thefunctioning of safety devices to decide on actionsneeded to counter improperly used procedures or safetydevices. NOTE: This level of qualification does notbuild on any other level of qualification.

CERTIFICATION PROCEDURE

The commanding officer or officer in charge (OIC)of each unit or naval activity involved with explosivesappoints a certification board. This board includes, as aminimum, the responsible department head (orcomparable supervisory representative if not adepartment). The board also includes at least one person,E-6 or above, certified to perform the task, function, orevolution. In large units, such as aircraft carriers orweapons stations/ammunition depots, the departmenthead may delegate the responsibility for certification.Additional personnel from within or outside thecommand may increase the board as appointed by thecommanding officer or OIC.

Once qualified and recommended, personnelreceive their final certification. The commandingofficer, OIC, or the appointed head of the certificationboard issues the final certification. You must make surethis information gets entered into your people's trainingor personnel record. In addition, you must keep acertification sheet (fig. 9-1) in the operating area foreach person performing operations covered by an oper-ating procedure. Activities may vary the certificationsheet formats to satisfy specific requirements.

Duration of Certification

Certification, unless revoked, is valid for amaximum of 12 months. The certification boardconfirms a renewal of the certification, whether issuedat the time of expiration or later. The certification coversan individual or a team qualification. If possible, youshould completely requalify personnel before renewingtheir certification.

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Figure 9-1.—Certification sheet.

mishap occurs because they fail to follow authorizedprocedures. Relocating certification is also mandatorywhen personnel behave as follow:

Revoking Certification

Commanding officers and officers in charge areresponsible for revoking individual or team certificationwhenever they believe it is in the interest of safety.Relocating certification for individuals and teams,including the team leader, is mandatory if an explosives

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Flagrantly disregard safety precautions

Recklessly operateexplosive devices

equipment used to handle

Show incompetence or unreliability by any otherbehavior

You should recognize that ordnance incidents andmishaps can and do happen through accidental acts,carelessness, and minor rule infractions. They alsohappen through deliberate acts, negligence, and majorrule infractions. With the commanding officer'sapproval, personnel with a revoked certification must beretrained until you consider them requalified andrecertified. However, their behavior may show thatretraining may not be effective. You should then assignthem to other tasks not involving explosive devices.Revoking the certification of military personnel requiresan entry in the proper portion of their individual servicerecord. The entry must state the specific reason for therevocation.

EXPLOSIVES MISHAP ORCONVENTIONAL ORDNANCE

DEFICIENCY REPORTINGPROCEDURES

A significant potential for damage or injury existsin mishaps involving explosives. Therefore, therequirements for reporting explosives mishaps are moreextensive than those for reporting other types ofmishaps. To report those mishaps properly, you firstneed to understand the meaning of the following terms:

Explosives Mishap. An incident or accidentinvolving conventional ordnance, ammunition,explosives, or explosive systems and devices resultingin an unintentional detonation, firing, deflagration,burning, launching of ordnance material (including allordnance impacting off range), leaking or spilling ofpropellant fuels and oxidizers, or release of a chemicalagent. Even if an ordnance system works as designed, ifhuman error contributed to an incident or accidentresulting in damage, death, or injury, the event is anexplosives mishap.

Explosive Material. A chemical, or a mixture ofchemicals, that undergoes a rapid chemical change (withor without an outside supply of oxygen) freeing largequantities of energy in the form of blast, light, and hotgases. Incendiary materials and certain fuels andoxidizers that can be made to undergo a similar chemicalchange are also considered explosive materials.

Conventional Ordnance Deficiency. A malfunc-tion, observed defect, or induced defect involvingconventional ordnance, explosives, ammunition,explosive systems, devices, or support and handlingequipment used to handle, load, store, or transportordnance.

Chemical Agent. A chemical compound intendedfor use in military operations to kill, seriously injure, orincapacitate people through its chemical properties.Excluded are riot control agents, chemical herbicides,smoke and flames, pesticides, and industrial chemicalsunrelated to chemical warfare.

REPORTABLE MISHAPS ANDDEFICIENCIES

When you report explosives mishaps andconventional ordnance deficiencies, use the formatdescribed in chapter 5 of OPNAVINST 5102.1C,Mishap Investigation and Reporting; enclosure (7) ofOPNAVINST 5100.21 B, Afloat Safety Program; andchapter 10 of OPNAVINST 8600.2A, Naval AirborneWeapons Maintenance Program (NAWMP).Reportable mishaps and deficiencies include incidentsand malfunctions involving non-nuclear explosives,explosive ordnance, chemical agents, and explosivesystems.

Explosives Mishaps

The following describes events you should report asexplosives mishaps. When reporting these events, usethe format described in the applicable instruction listedin the preceding paragraph:

Detonation, Deflagration, Burning, or Firing. Anunintentional initiation, or explosion, or reactionof an explosive material, component, or system.Accidental discharge of all guns, including smallarms.

Inadvertent Launch. An unintentional launchingof a weapon.

Chemical Agent Release. Any intentionallaunching of a-weapon resulting in the following:

—

—

Damage to property from contamination, orcosts incurred for decontamination

Physiological symptoms of agent exposureexhibited by individuals

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For information on qualification and certificationprocedures, you should consult OPNAVINST 8020.14, and NAVSEAINST 8020.9A for naval shore activities.

— A serious potential for exposure created by thequantity of the agent released into theatmosphere

Propellant Fuels and Oxidizers. Leaking orspilled propellant fuels and oxidizers.

All ordnance impacting off range.

Conventional Ordnance Deficiencies

The following describes events you should report asconventional ordnance deficiencies. When preparing areport of these events, follow the guidelines ofOPNAVINST 5102.1C, appendix B; use the wordsConventional Ordnance Deficiency Report for thesubject line. If the report will include a request for anengineering investigation, use the words ConventionalOrdnance Def ic i ency Report/Engineer ingInvestigation Request for the subject line.

Malfunctions. The failure of an explosive com-ponent, weapon, or weapons system to functionas designed; for example, failure to launch anddud weapons.

Improper Handling. Ordnance handling inci-dents attributed to human error. Examplesinclude misuse of equipment, failure to followestablished procedures, and violation of safetyprecautions, resulting in dropped or damagedordnance. Other examples include human errorsduring processing, assembling, testing, loading,storing and transporting ordnance.

Inadvertent Arming. The unintentional arming ofan explosive component or weapon.

Defective Weapons Support Equipment.Deficiencies involving any equipment or deviceused in the manufacture, test, assembly,handling, and transportation (skids, trailers orsimilar equipment) of any explosive system.

Observed Defect. A discovered defective weaponor weapons system. Examples include protrudingprimers, damaged components, cracked grains,and advanced corrosion.

Other

— An event that, except for chance, would havebeen an explosives mishap.

— Any failure or malfunction of, or damage to,a launch device or associated hardware andsoftware resulting in a hazardous condition

—

—

—

when handling or otherwise manipulatingdummy, exercise, or explosive material.

Unusual or unexpected occurrences, un-natural phenomena, unfavorable environ-ments, or instances of equipment failure thatmay damage or affect the safety of anexplosive material or system. That includeshazards of electromagnetic radiation toordnance (HERO) sensitive explosive sys-tems exposed to radiation hazard (RADHAZ)environments.

The failure of a missile or explosive system totest, calibrate, or otherwise meet preloadingor prelaunch requirements.

Use of explosive ordnance disposal (EOD)services involving military explosives forother than routine disposal of explosives.

EXCEPTIONS

Report the following events as explosives mishapsor conventional ordnance deficiencies; use theguidelines of the publication listed for each event:

Explosives mishaps or conventional ordnancedeficiencies occurring aboard a U.S. Navy, U.S.Naval Reserve, or Military Sealift Commandvessel; follow OPNAVINST 5100.21 B.

Mishaps or deficiencies occurring duringairborne weapons systems and equipmentoperations, including armament supportingequipment (any equipment used in the loading orunloading of an explosive system or launchdevice on an aircraft); follow OPNAVINST8600.2A, Naval Airborne Weapons MaintenanceProgram (NOTAL).

Nuclear weapons mishaps and incidents; followOPNAVINST 3100.6E, Special IncidentReporting (OPREP-3, Navy Blue and SITREP)Procedures (NOTAL) and JCS Publication1-03.7 (NOTAL).

Explosives mishaps and conventional ordnancedeficiencies that occur off station while anexplosive material or system is in the custody ofa common (commercial) carrier; followNAVSEA OP 8020.13B and volume I ofNAVSEA OP 2165.

Explosives mishaps and conventional ordnancedeficiencies involving transportation by

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commercial carriers (including railroads) thatoccur on board a naval installation; followOPNAVINST 5102.1C and volume 1 ofNAVSEA OP 2165.

OPNAVINST 5102.1C exempts U.S. Marine Corpsactivities from reporting mishaps if Report Symbol DN8025-02 is submitted as prescribed by Marine CorpsOrder 8025.1C (Class V Malfunctions andDeficiencies) (NOTAL).

POST-MISHAP AND DEFICIENCY ACTION

The activity experiencing the mishap or deficiencywill take the following action:

Stop using the item, lot, or batch involvedpending guidance from higher authority.

Start the reporting procedures.

Accurately and quickly respond to requests foradditional information.

Depending on the severity of the explosives mishapor deficiency, other U.S. Navy commands and activitiesmay help in identifying the actual cause. They wouldthen take steps to ensure that similar mishaps ordeficiencies do not occur; the following is an exampleof how those steps may be taken:

1. NAVSAFECEN together with other activitiesmay conduct a mishap investigation.

2. Commander, Naval Sea Systems Command(NAVSEASYSCOM); Commander, Naval AirSystems Command (NAVAIRSYSCOM); orCommandant, U.S. Marine Corps, maydesignate all related explosive systemsunserviceable, direct follow-up tests andevaluation of various lots to identify defectivehardware, or initiate procedural changes in theuse of the weapons system.

3. Commander, Ships Parts Control Center(SPCC), Mechanicsburg, Pennsylvania, may

4.

support the above command decisions regardingdisposition and use of defective or questionableparts by issuing a Notice of AmmunitionReclassification (NAR).

NAVSAFECEN would then enter all relevantinformation into a data repository.

INVESTIGATION AND REPORTINGRESPONSIBILITIES

The commanding officer, officer in charge (OIC),or ship's master requires the investigation and reportingof all reportable explosives mishaps occurring withinthe command. Included are those mishaps involvingpersonnel attached to their command.

Unless you must include classified material,consider the reports as unclassified (FOR OFFICIALUSE ONLY). For further information on a messagereport, consult appendix B of OPNAVINST 5102.1C,and enclosure (7) of OPNAVINST 5100.21B, orOPNAVINST 8600.2A.

SUMMARY

We discussed the Naval Explosives Safety Programand the Explosives-Handling Personnel Qualificationand Certification Program in this chapter. We alsodiscussed the duties of a safety supervisor in ordnancesafety. We covered the precautions you should takewhen handling ordnance. We listed the safetyprecautions you should follow during maneuversinvolving freight/weapons elevators and ammunitionhoists. We examined the personal protective equipmentyou must use when handling ordnance. We listed thearticles prohibited in hazardous areas as well as the fireprevention, protection, and control techniques eachsupervisor should know. Finally, we discussed theprocedures you should use to report an explosivesmishap.

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CHAPTER 10

TRAFFIC SAFETY

For many years, motor vehicle mishaps haveaccounted for a majority of the accidental deaths ofNavy personnel. From 1982 through 1992, 2,266 sailorsdied in motor vehicle mishaps. Many others sufferedinjuries that prevented them from returning to the workforce.

The Navy's operational readiness depends upon itspeople. Motor vehicle mishaps are degrading thisreadiness through needless deaths and injuries. Tocombat this problem, the Navy established the NavyTraffic Safety Program. This program defines the safetyprecautions, regulations, and laws governing the use ofall vehicles by Navy people, both on and off duty.

In this chapter, we address the following areas of theNavy Traffic Safety Program:

Program applicability

Program enforcement

Safety belts

Child safety seats

Driver education

Alcohol

Pedestrians

Portable headphones

Motorcycles

NAVY TRAFFIC SAFETY PROGRAM

The Navy Traffic Safety Program defines motorvehicles as wheeled vehicles designed for travel onpublic roads under motor power or assisted by motorpower. Vehicles include automobiles, trucks,motorcycles, mopeds, and all-terrain vehicles. Navypersonnel may operate motor vehicles that they or thegovernment own, lease, rent, or control. The NavyTraffic Safety Program applies to all naval bases,stations, facilities, installations, detachments, and allother property under the jurisdiction of the U.S. Navy.Every command, including forces afloat, mustdesignate, in writing, a traffic safety program manager.

Department of Defense (DOD) and Navy motorvehicles must conform to Federal Motor Vehicle Safety

Standards. Tactical and combat vehicles must closelyconform to federal motor carrier safety regulations.Each naval installation must strive to meet the highwaysafety program standards (HSPS) outlined in Issuanceof Navy Traffic Safety Program, OPNAVINST5100.12G. These standards include marking hazards,setting safe speed limits, adopting laws, and ensuringthat drivers are licensed.

PROGRAM APPLICABILITY

The Navy Traffic Safety Program applies to thefollowing motor vehicle operators, passengers, andpedestrians:

All Navy military personnel (on or off base andon or off duty)

All Navy civilian personnel in a duty status, onor off base

All people in, or on any Navy motor vehicle, onor off base

All people on a naval base, anytime

Even when driving an off-road motorcycle while offduty, personnel must obey applicable requirements ofthe Navy Traffic Safety Program.

PROGRAM ENFORCEMENT

Noncompliance with certain parts of the NavyTraffic Safety Program can result in a court martialunder the Uniform Code of Military Justice (UCMJ). Itcan also result in nonjudicial punishment (NJP) formilitary people involved in minor violations.Noncompliance by civilian employees may result indisciplinary action.

If you receive an injury because you violate a NavyTraffic Safety Program regulation, the violation may beconsidered in determining the compensation to whichyou may be entitled. For example, if you have anaccident while driving a friend's motorcycle withoutwearing the required protective equipment (an approvedhelmet, proper shoes, etc.) or before attending themotorcycle safety course, the Navy may not pay yourmedical bills. If you die, your family may not receiveall of your death benefits.

10-1

Figure 10-1.—Automatic safety belts with shoulder harnesses.

Figure 10-2.—Air bags save lives.

Issuance of Navy Traffic Safety Program,OPNAVINST 5100.12G, authorizes disciplinary actionfor certain violations. For example, you may receivedisciplinary action for failing to follow safety belt rulesor for riding in the cargo areas of vehicles (in the backof a pickup truck).

SAFETY BELTS

Safety belts have been provided in most vehicles forthe past 20 years. The original lap seat belt provided ameasure of safety, but injuries still occurred whenpeople snapped forward into the dashboard or steeringwheel. Therefore, manufacturers began equippingvehicles with safety belts by adding shoulder harnesses

(fig. 10-1) to prevent the upper body from movingforward. In some cars, the safety belt moves into placeautomatically when the car is started.

Since 1990, some manufacturers have begun toequip vehicles with air bags (fig. 10-2) as well as safetybelts. Air bags have grown in popularity as survivorshave testified to their effectiveness.

National statistics have shown that using safetybelts saves lives. Many states now have laws requiringthe use of safety belts. The Navy requires personnel touse safety belts at all times.

All Navy motor vehicles must be equipped withsafety belts for the driver and passengers. Each personriding in, or operating, a Navy motor vehicle must weara safety belt. If the vehicle does not have a safety belt at

10-2

Figure 10-3.—Chi1d safety seats.

a seating position, no one is permitted to ride in that seat. safety belts are damaged, military personnel arc notThe only exception is buses not equipped with safetybelts in passenger seating positions. If the cargo area ofa vehicle does not have safety belts installed, no one ispermitted to ride there. That means you may not catch aride to the ship in the back of a Navy pickup or staketruck.

The rules are similar for private motor vehicles. AllNavy personnel, on and off base, are required to wear asafety belt when riding in or operating a motor vehicle.If a vehicle does not have safety belts installed or if the

permitted to ride in that vehicle. Public transportation,buses, and taxis are exceptions. You are not permittedto ride in the cargo area of motor vehicles without usingsafety belts.

CHILD SAFETY SEATS

All children under the age of 4 or weighing less than40 pounds must be restrained in a child safety seat (fig.10-3) while riding in a Navy motor vehicle or while

10-3

riding in a private motor vehicle on any naval base. Thisrestriction applies even when a state has child safety seatlaws that differ from the Navy's requirements.

WARNING

The operator of the vehicle is responsiblefor informing all passengers of the safety belt,child safety seat, and protective equipmentrequirements of the Navy Traffic SafetyProgram. That means, as an operator of amotor vehicle, you must make sure yourpassengers BUCKLE UP!

DRIVER EDUCATION

The Chief of Naval Education and Training (CNET)is required to provide all military personnel under theage of 26 who have a driver's license or who are requiredto operate a government motor vehicle with a minimumof 8 hours of classroom instruction in traffic safety. Thistraining may be provided during recruit training or attheir first duty station.

You may be required to attend such a course if youare found at fault in a traffic mishap while operating agovernment motor vehicle. You may also be required toattend such a course if you have been convicted ofserious moving traffic violations in a government orprivate vehicle on base.

The Commander, Naval Safety Center (COMNAV-SAFECEN) certifies instructors who conduct theAmerican Automobile Association's Driver Improve-ment Program at commands throughout the Navy.

Individuals must not be assigned as drivers ofNavy police vehicles, ambulances, fire trucks, and crashand rescue vehicles until they have successfullycompleted the National Highway Traffic SafetyAdministration's Emergency Vehicle Operator Course(EVOC). This course is conducted by a COMNAV-SAFECEN approved instructor. This training is to berepeated every 3 years thereafter to ensure competencyin the safe operation of such vehicles.

ALCOHOL

Alcohol seriously affects a person's ability tooperate a motor vehicle. Alcohol is the leading

contributing factor in motor-vehicle-related deaths andinjuries. Small amounts of alcohol (one beer or a mixeddrink) can affect a person's judgment and motor skills.The best defense is don't drive after drinking (fig.10-4). Make arrangements for alternate forms oftransportation (for example, call a taxi or a friend, ordesignate someone to drive who is not going to drink).You are not permitted to have open containers of alcoholin your possession while operating or as a passenger ina motor vehicle on any naval installation.

PEDESTRIANS

The Navy Traffic Safety Program also pertains topedestrians. Personnel are not authorized to jog onmain roads and streets on naval installations with hightraffic density and during peak traffic periods. Localcommanders are required to define and publish the peaktraffic periods of the locale and the roads and streets withhigh-density traffic.

If possible, avoid jogging on roads and streets onnaval installations; use defined jogging facilities orroutes when available. When jogging on roads andstreets, jog in patrolled areas and wear light-coloredclothing. During periods of reduced visibility (forexample, at night or during fog or rain), wear reflectiveclothing. Jog facing traffic and obey traffic rules andregulations.

Appropriate fluorescent or reflective personalprotective equipment must be provided to and used byall personnel who are exposed to traffic hazards in theirassigned duties. This requirement involves trafficcontrol personnel, roadway maintenance andconstruction crews, and electricians and telephonerepair personnel working on overhead lines.

PORTABLE HEADPHONES

Portable entertainment devices, such as miniatureheadset radios, cassette players, or other devices withheadphones, can be dangerous. Not only do theyproduce hazardous noise if turned up to full volume, butthey can cause mishaps. People have been killed whilewalking on train tracks or along roadways because theycould not hear horns or warnings.

The use of portable headphones, earphones, or otherlistening devices is prohibited on roadways, sidewalks,and shoulders along roadways on all naval facilitieswhile operating a motor vehicle, jogging, walking,bicycling, or skating. That does not include the use ofhearing aids or hearing-protective equipment, nor doesit negate the requirement for wearing hearing-protective

10-4

Figure 10-4.—Alcohol and driving don't mix.

10-5

Figure 10-5.—Motorcycle helmets.

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equipment where conditions dictate. Also exempted iscommunication equipment being used for officialbusiness.

MOTORCYCLES

The Navy uses the term motorcycle to refer tomotorcycles, motorscooters, motorized bicycles,mopeds, and all-terrain vehicles (ATVS). If you are inthe Navy and operate a motorcycle, on or off base, youare required to successfully complete a motorcyclesafety program approved by NAVSAFECEN. You mustbe licensed by a state to operate a motorcycle before youcan enroll in the course. You must also complete thiscourse before you can obtain a base sticker that allowsyou to operate a motorcycle on base. Although youcannot license an ATV for operation on publicroadways, all ATV operators must successfully com-plete the All Terrain Vehicle Safety Institute (ASI) ATVRider Course.

Motorcycle safety courses are available throughoutthe Navy. You are not required to pay for those courses.Once you have successfully completed an approvedcourse, it is important you continue to practice yourriding skills. The skills you learn in the course are onlyeffective if they are used. About half of all motorcycleaccidents involve personnel with less than 5 months'riding experience on the motorcycle involved.

Navy motorcycle operators must wear the followingprotective equipment when operating/riding amotorcycle:

A properly fastened helmet that meets U.S.Department of Transportation (DOT) standards.

Properly worn eye-protective devices, which aredefined as impact- or shatter-resistant eye-glasses, goggles, or a face shield attached to ahelmet. A motorcycle-mounted windshield is notconsidered to be proper eye protection.

A long-sleeved shirt or jacket, long-leggedtrousers, and full-finger leather or equivalentgloves.

Properly worn hard-soled shoes with heels.Riders are encouraged to wear over-the-ankleshoes or boots.

A commercially available, brightly colored,mesh or fabric safety vest with reflective vertical,horizontal, or diagonal stripes front and backwith a minimum of 130 square inches ofreflective area; 65 square inches on the front and65 square inches on the back.

The proper personal protective equipment (PPE) formotorcycle riders does much more than protect themduring a mishap. It also protects them from exposure tothe environment. A helmet and eye/face protection(fig. 10-5) protect from wind blast, sand, gravel, bugs,and so forth. Clothing protects the riders from weather,flying objects, and hot parts of the motorcycle. Sincemotorcyclists are exposed to these conditions each timethey ride, they should protect themselves as much aspossible by wearing PPE.

SUMMARY

We discussed the most important pints of thetraffic safety program covered in OPNAVINST5100.12G, Issuance of Navy Traffic Safety Program.We discussed to whom the program applies; possiblepenalties for failure to comply; safety belt regulations;driver education; pedestrians; and the use of alcohol,portable headphones, and motorcycles.

Read this chapter carefully and follow its directions.We want you to live and enjoy operating your motorvehicles for a long time.

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CHAPTER 11

RECREATION, ATHLETICS, AND HOME SAFETY

Off-duty mishaps outnumber shipboard andindustrial mishaps. The Navy is concerned withpersonnel both on and off duty. In addition to trafficsafety, discussed in chapter 10, the Navy has developedthe Navy Recreation, Athletics, and Home SafetyProgram.

Sports and recreation are in the Navy to stay. Inaddition to raising morale, these activities contribute tothe development of leadership. The service membermeets many conditions in sports activities that aresimilar to conditions in combat. In athletic competition,an individual can develop various qualities to levelsunattainable by other means. These qualities includepersonal courage, confidence, aggressiveness, anddetermination. These same qualities, which are essentialin combat, can lead to mishaps and injuries in sportscompetition. Somehow we must find the "fine line"between courage and recklessness, between confidenceand unrealistic appraisal of a situation, and betweendetermination and inappropriate stubbornness. Findingthe "fine line" reduces mishaps and injuries. We canachieve that fine line through proper supervision,effective instruction, and proper training of participants.

It is Navy policy to provide Navy personnel, andtheir families, programs that will effectively contributeto their morale and well being. All personnel shouldinclude some form of exercise in their daily routine toattain and maintain an acceptable state of physicalfitness. The Navy recommends that personnel take partin vigorous sports activities to maintain desired levelsof physical fitness.

An old adage says, "A man's home is his castle."Unfortunately, that very same castle can lead to a varietyof mishaps. You can prevent many home mishaps, suchas children's poisoning, lawn mower mishaps, and fires.Whether a mishap affects the sailor or the sailor'sfamily, it still affects the Navy. A safe attitude on thejob needs to extend to the home and off-duty hours.

In this chapter, we discuss the following areas of theNavy Recreation, Athletics, and Home Safety Program:

Recreation, athletics, and home safety training

Facilities evaluation and inspections

Personal protective equipment

Recreational safety controls

Safety for recreational activities

Safety for athletic activities

Safety in the home

Off-duty mishap investigation and reporting

NAVY RECREATION, ATHLETICS, ANDHOME SAFETY PROGRAM

The Navy issued a directive dealing with recreation,athletics, and home safety in 1987 and updated it in1990. Navy Recreation, Athletics, and Home SafetyProgram, OPNAVINST 5100.25A, sets up policy andprocedures for executing this program ashore and afloat.This program applies to the following personnel:

All military personnel on or off base

Military dependents while on governmentproperty and while taking part in command-sponsored events off base

That means you are covered during an off-basesoftball game as part of the command's team or as aspectator. It applies to you while you swim in the basepool and to the members of your family as they watchyou at the base bowling alley. It also covers you if youget hurt while repairing your car in your garage at home.

NAVY RECREATION, ATHLETICS, ANDHOME SAFETY TRAINING

The Recreation, Athletics, and Home Safety(RAHS) Program manager must make sure militarypersonnel receive training on recreation, athletics, andhome safety at least quarterly. The program recom-mends that civilian personnel also receive this training.

Work center supervisors and department/divisionsafety petty officers should conduct this training. Whenyou are responsible for this training, make sure it isseasonal and geographically appropriate. Conduct thetraining before or during those times of the year whenpersonnel are at risk.

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You can use Plan of the Day (POD) notes, posters,stand-up lectures, and video tapes to help you with thistraining. You can also use athletic team training asanother way to train personnel in athletic safety.

The following are some of the recreation, athletics,and home safety topics that should be covered duringtraining each year:

Basketball (responsible for the most lost time ofany sport)

Physical fitness

Water sports

Racquetball

Football

Softball

Hobby safety

Qualification Training

Patrons using recreational watercraft and Navyautomotive and woodworking hobby-shop equipmentexpose themselves to high-hazard activities. Morale,welfare, and recreation (MWR) staff members makesure only qualified patrons safely operate watercraft,power tools, hydraulic lifts, and spray paint booths. Staffmembers should keep a record of those who qualify.

Competent MWR staff members should conducttraining in the use of this equipment. They shouldemphasize the use of safety precautions, safety equipment guards, and personal protective equipment (PPE).

The health hazards associated with spray paintingrequire additional precautions. MWR employees mustadvise patrons in writing of the hazards spray paintingposes. An MWR employee must observe patronsthroughout the spray painting evolution.

Qualification training for watercraft includes basicrules of the road, knowledge of personal flotationdevices (PFDs), applicable safety requirements, andemergency procedures. Successfully completing a smallboat safety course, such as that offered by the U.S. CoastGuard Auxiliary, is evidence of qualification.

Record keeping of Training

Commands must maintain all training records for 2years. Documentation should include a log of scheduledtraining, dates of training, and names of personnelattending. Each department should maintain its own

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training records. These records will be available forannual inspections.

FACILITIES EVALUATIONAND INSPECTIONS

Recreational and hobby facilities and equipmentused by military patrons and dependents will be of safedesign. The facility must provide a safe and healthfulsetting for patrons as well as workers.

Each command must inspect and evaluate itsrecreational facilities and equipment annually. Thesefacilities and equipment include game rooms, hobbyshops, shipboard gyms, and workout and weight-liftingareas. Ashore, they include all the facilities run by fleetrecreation and special services. Ships with enoughathletic equipment to checkout, such as volleyballs andbasketballs, must also have written recreational safetymeasures. Naval Safety Center (NAVSAFECEN)policies require these measures to reduce the possibilityof injury to participants and spectators.

The safety and health personnel and the designatedRAHS Program manager should jointly conduct theinspection. The inspection identifies hazards andensures the execution of abatement plans. NMPCINST1710.6A, Aquatic Programs and Facilities, governs theinspection of swimming pools and waterfront areas.Applicable Navy standards govern the inspection ofother recreational facilities. A summary of thesestandards and other requirements for programadministration is available from the NAVSAFECEN.

Personnel checking out athletic equipment mustensure it is in good condition. Staff personnel shouldcheck gym equipment for sharp edges, loose or wornparts, and obstruction hazards. Poorly made athleticequipment, which may not stand up to heavy use, shouldnot be used.

PERSONAL PROTECTIVE EQUIPMENT

You have no choice about wearing several types ofpersonal protective equipment (PPE). BUPERSINST1710.11C states that personnel must wear approved eyeprotection when playing squash, handball, andracquetball. Eye protection is not the only PPE requiredduring an athletic event. Certain athletic events andwork at the hobby shop require the use of mouthpieces,hand protection, and other types of protectiveequipment. Did you know that mouthpieces are creditedwith preventing about 200,000 injuries in high schooland college football alone?

Navy RAHS Program managers are responsible foreducating people about off-duty hazards and stressingthe importance of using PPE for sports. The gameplayers are responsible for wearing the requiredeye-protective equipment while playing games. Thefacility manager has the responsibility and authority forensuring all players wear the proper safety equipment.All commands are required to provide PPE forrecreational and athletic activities. For example, if youcheck out a racquetball racket, the command shouldprovide safety glasses.

The use of PPE should also be emphasized forhobby shop patrons or personnel working at home. Forexample, training should cover the wearing of safetyglasses or goggles and hard-soled shoes while mowingthe lawn.

RECREATIONAL SAFETY CONTROLS

Most sports have inherent hazards we cannoteliminate without compromising the game. However,many preventable mishaps occur during recreationalactivities. We can prevent athletic injuries by providingbetter training and the proper PPE. Most athletic injuriesresult from people being out of condition or not warmingup before an event. Practically all sports involve sometype of hazard since they center around the principles ofattack and retreat. But, if you take the proper safetycontrol measures, you can reduce most of theinjury-causing hazards.

Administrative Controls

To ensure safe recreational activities for personnel,commands should provide protective control in the formof rules and procedures. They should also providequalified physical training instructors, special servicesofficers, and recreational leaders. Commands shouldselect recreational personnel based on their experience.However, they should also consider their familiaritywith, interest in, and ability to instruct or superviseactivities.

Installations should set up effective programs tomake certain the proper PPE is on hand when needed.In addition, commands must make sure that facilities areavailable and that leaders are present to supervise theevents.

Leadership and Supervision

When supervising or coaching an athletic event, youmust be aware of several factors. One factor is

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leadership. Good leadership promotes safety atrecreational activities. You must consider the physicaldifferences of the participants. As a leader, you alsomust understand the goal of the sport involved anddemand complete observance of the rules.

If you are a recreational leader, give preliminaryinstructions to all players and thoroughly indoctrinatebeginners in the basics of the sport. You can do thatthrough a progressive training program. To avoidmishaps caused by confusion, make sure all playersclearly understand your instructions.

As a recreational supervisor or coach, make sure allinjured persons receive immediate medical attention.Make sure participants do not drink alcoholic beveragesbefore or during play.

Before allowing players to engage in any vigoroussport, put them through a warm-up period. Withoutpreliminary warm-ups, your players are more likely tobe injured.

Qualified officials must manage all sports contests,whether intramural or extramural. They must make surethe participants carefully follow the standard rules of thegame.

Personal Responsibility

As a participant in an athletic event, you haveseveral responsibilities. One is to protect yourself frominjury. You should not continue to participate, practice,or play in events when you arc execssively tired. Beforeplay starts, warm up. Do not try a new game or practicea new athletic skill without direct supervision of aqualified monitor. Make sure your equipment fitsproperly and you know how to use it. Wear only cleanclothing and equipment next to your skin. Do not takeunnecessary chances. Pay strict attention to how to playthe game.

SAFETY FOR RECREATIONALACTIVITIES

Recreational safety includes many outdooractivities, such as water sports, hunting, bicycling, andice and snow sports.

The most deadly recreational activities, by far, areconducted on or near the water. Watersports can be fun.The thrill of boating, waterskiing, scuba diving, or evenjust fishing have long been a part of our leisure time.However, we must respect water. Water can be deadlyto both children and adults alike. Drowning is theleading killer of Navy people in recreational mishaps

and the third leading cause of accidental deaths in theUnited States. From 1987 to 1992, 42 percent of allNavy people killed in recreational mishaps died fromdrowning. You can prevent drowning by knowing somecommon water-safety tips.

Swimming

About 45 percent of all drownings involve peoplefalling in the water while walking on piers and bridgesor fishing from boats. Many victims were poorswimmers who lacked basic water skills.

If you are going to spend time near the water, youshould know how to swim. Swimming is your bestdefense against drowning. You should know how toswim even if you never expect to go in the water. Youmay someday have the opportunity to save a drowningperson's life.

Always swim with a friend. The buddy system saveslives. Swim only in designated areas. Undesignatedswimming areas may have hidden hazards that can killyou.

Teach your children how to swim. Drowning is thesecond leading cause of accidental deaths in children.NEVER leave a child alone near a swimming pool orswimming area. Many parents think they can hear theirchild fall into a pool. They are wrong. Drowning is asilent killer. There is usually no loud splash or cry forhelp because the first gasp for air fills a child's lungswith water, blocking all sound. Child-proof your pool,Install a double layer of protection around your pool.Build a fence at fence five feet high around the pool witha self-closing, self-latching gate. Make sure the latch isout of children's reach. You also can buy an electronicsensor that floats in the pool and sounds an alarm ifsomething disturbs the water.

Beware of cold water. Chances of survival in50-degree water are only 50-50 if you are exposed for50 minutes. If you arc alone, usc the heat escapelessening position (HELP). To do that, huddle toconserve heat by crossing your arms and feet and pullingyour knees up (fig. 11-1). You can die fromhypothermia, even if you fall into water as warm as 70degrees, if you stay immersed long enough. If you haveseveral people in the water, huddle together in a circle(fig. 11-2). For either of these techniques to be effective,you must be wearing an approved personal flotationdevice.

Do not jump or dive into water that may be so coldit will numb your body. Instead, ease into the water

Figure 11-1.—Heat escape lessening position (HELP).

Figure 11-2.—Huddle position

gradually. Cold water exhausts a swimmer faster thanwarm water. Do not swim long distances in cold water.Cold or tired muscles are susceptible to cramps. Toovercome a cramp, draw your knees toward your chestand massage your cramped foot or leg while moving it.You should be in a "face forward" float position whiledoing that.

Know and consider your swimming limitations. Donot swim when you are tired, overheated, or chilled. Ifyou find yourself fatigued, you can find temporary reliefby floating, treading water on your back, or varying thestyle of swimming. If you find yourself in trouble,

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conserve strength as much as possible. You can do thatby resting on your back in a floating position with aminimum amount of motion.

We have said this before, but we will say it again:NEVER drink and swim. Alcohol and water are a deadlycombination. Alcohol dilates the blood vessels and yourbody loses heat faster. It also impairs your judgment andincreases risk-taking.

Look before you dive! Shallow water dives couldleave you paralyzed for life. It did for two Navy peoplein 1992. Know the depth of the water before your dive.Never dive in unknown waters.

If you have a history of ear trouble, check with yourdoctor before swimming. Try to avoid swimmingunderwater. You may use commercial plugs to keepwater out of the ear canal. If you fear eye infections orirritations, wear a face mask or goggles.

Except in an emergency, avoid swimming in thedark. Finally, never jokingly call for help.

Scuba, Skin, and Cave Diving

Skin diving, scuba diving, and cave diving aredemanding swimming sports that require a person to bein good physical condition. These activities also requiregood swimming ability and a thorough knowledge of thesport. Two Navy service members drown almost everyyear during recreational diving. The main reason is lackof training and certification. Proper certification isessential to diving safely. Open water scuba divingcertification does not qualify a person for cave or caverndiving.

All divers should get a physical examination by adoctor who is aware of the special hazards and demandsof underwater diving. Heart problems, sinus or earproblems, lung trouble, and related health difficultiescould make it risky for an affected individual to dive.

All divers should observe the following basic safetyrules for diving:

NEVER drink alcohol before diving.

NEVER dive until you are a good swimmer.

Stay in top physical condition.

NEVER dive alone-use the buddy system.

Use safe, reliable, time-proven equipment. Makesure your equipment is properly adjusted andmaintained. Be familiar with your equipment.

Be familiar with your diving area before diving,and plan each dive. If you are unfamiliar with thearea, get instruction from a knowledgeablesource.

Always usc a float with surface identification(diver's flag). This identification helps duringrescue or for self-rescue.

Heed all pains and strains as warning symptoms.

Know basic first aid.

Know and obey all local diving laws andregulations.

Join a reputable diving club.

Know the basic laws of diving physics andphysiology.

Practice skin diving frequently before scubadiving.

NEVER wear goggles or earplugs when skin orscuba diving. They are swimming aids, notdiving aids.

Engage only in diving exercises that areconsistent with your training and experience.

You should observe the following basic safetyprecautions for scuba diving:

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NEVER use pure oxygen in your tank; it is poisonto a diver. Instead, usc clean, filtered, certified,compressed air.

Know your decompression rules and avoidplanned decompression dives.

Set up a system of communication with otherdivers; develop emergency procedures andprocedures for reuniting in case of separation.

NEVER hold your breath while scuba diving.

NEVER dive when suffering from a cold, sorethroat, or when feeling ill.

NEVER ascend faster than 60 feet per minute. Ausually safe rule of thumb is "NEVER ascendfaster than the slowest bubbles."

Wear a buoyancy compensation device andsubmersible pressure gauge.

Adjust buoyancy to be slightly positive on fullinhalation.

Surface carefully to avoid coming up under aboat or some other object. If visibility is poor,extend one or both hands above your head toward off any object.

If you lose visual contact with your buddy, listenfor the sound of escaping bubbles from the otherscuba equipment. If unable to locate your buddy,pound on your cylinder to attract attention. If thisfails, surface, locate your buddy, and thendescend together.

Check your cylinder pressure and equipmentbefore a second dive.

Know how to use an alternate air source and alow-pressure buoyancy compensation inflationsystem.

Boating

The purchase of a nautical-type or sailor's hat doesnot suddenly cloak a person in boating experience. Theoverwhelming majority of boat operators involved infatal accidents have never taken a safe boating course.Before you go boating, take a safe boating course. Formore information on the boat course, call the CoastGuard Boating Course hot line at 1-800-336-BOAT.

About 50 percent of all boating mishaps resulting inserious injuries involve alcohol. Operating a boat whileintoxicated, with a blood alcohol content (BAC) of 0.10percent or more, carries a $1,000 civil penalty. It carriesa criminal penalty of up to $5,000, 1 year in jail, or both.

Collisions or people falling overboard causes mostboating injuries. If you fall or are accidentally throwninto the water, a personal flotation device (PFD) cansave your life. U.S. Coast Guard studies show that up to85 percent of all boating deaths could have beenprevented if the victims had been wearing a PFD.Always wear a PFD when boating. Even though it isn'ta Navy regulation, we strongly urge you to wear a PFDwhen you are in your own boat. However, in a watercraftowned by the Morale, Welfare, and Recreation (MWR)Department, the operator and any passengers must weara PFD approved by the U.S. Coast Guard.

Match your motor to your boat. If you use a motor,have someone check it before your first boat trip of theseason. Make sure you have a fire extinguisher aboard,along with tools and equipment to make minor motoradjustments or repairs. Make sure you have enough fuelbefore starting out. NEVER refuel with the motorrunning.

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Do not go out in a small boat unless you arethoroughly familiar with the craft. Learn to handle yourboat by practicing near shore in shallow, smooth water.Become familiar with the basic rules about right-of-ways, channel markings, anchorages, and use of lights.

Leave a float plan with a friend before you set out.Your plan should include the identification number ofyour boat, who is with you, where you are going, whenyou expect to return, and when to contact the CoastGuard. Inspect your boat each time before you use it,checking for leaks and other defects. Remove any waterthat may be present on the deck to reduce the possibilityof slip hazards. Check weather conditions before youleave home and while on the water. Storms come up ina hurry. Learn to read cloud formations and otherweather signs. Never leave the dock without all requiredsafety equipment.

Make sure you do not overload or improperly loadyour boat. Counting the number of seats does notindicate capacity. Overloading is dangerous and reducesfreeboard (the distance from the waterline to the edge ofthe boat). Improper loading makes a boat unstable orless maneuverable. Know the safe load capacity andrecommended horsepower for your boat. The best placefor the load is on the bottom and in the middle. Do notallow passengers to sit or stand on the bow, stern, orgunwales. In rough water, place the load, includingpassengers, low to keep the boat stable sideways; placethe load away from the ends to give the bow and sternbuoyancy.

Keep a small boat away from big boats, especiallyat night. Speedboats and paddle-wheelers are especiallydangerous. Before large swells from a large boat reachyour small boat, head into them. Slow down so they willslide under your boat from end to end.

TIPS IN CASE OF BOAT OR WEATHERTROUBLE.— What do you do in case of trouble? Firstof all, don't panic. The following are a few boating tipsyou should keep in mind:

If you get trapped on the water by a suddensquall, point the bow into (toward) the wind.Reduce speed or shorten the sail at once.

If you get caught in rough water, head the boat sothat it receives the waves at a 45-degree angleeither to the left or to right side of the bow. Donot get crosswise.

Go slowly against a strong sea because speed canbury the bow, allowing more water to comeaboard. Arrange your load to keep the bow up.

Keep the boat well bailed; if necessary, throw outheavy items (not people) to lighten the craft.

In swift current, do not grab for trees or bushesalong the bank to slow up.

If your boat capsizes or swamps, try to keep calm.Most small boats support several people eventhough filled with water. A swamped boat, rightside up, will support about as many persons as itis designed to carry when afloat.

If you can manage it, sit in the swamped boat. Donot try to swim for shore even if you think youcan do it easily. Instead, paddle or row for shoreor wait for help.

In rough or cold water, maintain a firm hold onthe boat with a belt or rope.

TIPS IN CASE SOMEONE FALLS OVER-BOARD.— If someone falls overboard, grab the personquickly and hang on if possible. Get the person back intothe boat as fast as you can. If the person tries to climbover the side in a panic, balance the boat until he or shegets in or quiets down. Throw a life preserver, cushion,or rope to a person who is some distance from the boatinstead of going into the water after him or her.

Bring the person aboard over the stern if it is square;bring the person aboard near either the bow or stern ifthe stern is not square. Rescuers should keep low in theboat; that allows them to have one hand free, most of thetime, to hang onto the boat.

Water Skiing

Water skiing is one of the mostsports. Spectacular as it appears, it is

thrilling of wateramong the easiest

to learn. Many people, particularly children, master thebasics within an hour. Even though it seems easy, youstill must take precautions and know various factorsbefore you ski.

To water-ski safely requires three people: the skier,the boat operator, and an observer who knows all theproper hand signals. It is not surprising that showing offis the chief cause of water-skiing mishaps.

Before you even think about strapping on a pair ofwater skis, learn correct and safe water-skiing tech-niques from a qualified instructor. The instructor willteach you how to hold the towline, how to "get up" onskis while keeping your balance, and how to controlyour skis.

SIGNAL MEANING

A thumbs-up gesture Boat faster

A thumbs-down gesture Boat slower

Thumb and forefinger in Speed OKshape of an

Circle finger overhead and Turnspoint in direction of turndesired

Raise hand with fingers spread Stop

Slap thigh with hand Return to dock orshore

Draw hand or finger across Cut motorthroat

Point in direction you wish to Go that waygo, then point to yourself

Clasp hands overhead while I'm OKtreading water (after fall)

Figure 11-3.—Water-skiing signals.

Before you water-ski, check your equipment,making sure the personal flotation device (PFD) youwear fits properly and is secure. Some states require arearview mirror for the boat driver. Pay close attentionto the tightness of the ski binders or runners.

Know the different water-skiing signals you mustuse to communicate with the boat operator and theobserver (fig. 11-3). You only need to know two audiblesignals. When you are in the starting position and wantthe boat operator to take up the slack in your towline,shout "In gear." When the line becomes taut, your skitips are up, and you are ready to begin skiing, shout "Hitit" for your boat operator to open the throttle.

Relax when you ski. Holding the towline too tightand becoming tense are bad habits. A relaxed skierlearns fast and takes few spills while learning. Don't trystunts beyond your ability. Learn each stunt progres-sively. Leave the fancy skiing to the professionals.

NEVER wrap the towrope around any portion ofyour body or place your arms or legs through the bridle.Always ski in water that is deep enough. How do youknow if the water is deep enough? Your skis should nottouch bottom. Make sure the water is free of floatingobjects and other obstructions.

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When you fall, and you will fall, fall backward andnot forward whenever possible. At speeds above 25mph, you should somersault or roll with the fall. Tuckyour head beneath your arms and roll into a ball. Rollingnot only controls the fall but blunts the impact. Don'ttense up and stiffen. At lower speeds, lean to the side orback before you release the towline. When you releasethe towline, you will fall in the direction of the lean. Youwill hit with a thud, rather than a splash. Forget aboutyour skis. You can retrieve them easily—they float,remember?

Hunting

The misuse of small arms has resulted in manyaccidents causing serious and fatal injuries to Navypersonnel. Between 1987 and 1992, eight Navy men andwomen died in hunting and fishing mishaps. Ninety-onewere injured in small arms accidents alone, most withguns they thought were unloaded. Firearms accidentskill as many females as males. The highest rate is in the15- to 24-year age group.

Between one-fourth and one-third of all fatal,accidental shootings occur in connection with huntingtrips. Annual studies of hunting accidents, both fatal andnonfatal, made by the National Rifle Association haveshown firearm hunting accidents both by "intentionaldischarge" and "accidental discharge." The principalcauses of accidents by intentional discharge have beenas follows:

Victim moved into line of fire without warning.

Victim shot by excited hunter firing quickly atgame.

Victim unseen by shooter.

Victim mistaken for game.

The principal causes of casualties occurring throughthe accidental discharge of the gun have included thefollowing:

Stumbling or falling while carrying gun

Catching trigger of gun in brush

Clubbing game or cover with gun

Bumping or jolting the gun while removing itfrom vehicle or boat

Unwittingly letting gun fall from an insecure rest

Crossing a fence

Horseplaying with a gun thought to be unloaded

Loading and unloading gun

Before you go hunting, you should learn the safe useof firearms from a competent instructor. The instructionshould take place on a well-protected range. Ex-perienced adults should accompany young peoplelearning to shoot and coach them in firearm safety. Youshould never try backyard target shooting. Practicebasement or other indoor shooting only if you haveconstructed a satisfactory backstop. Avoid shooting athard, horizontal surfaces because of the danger of aricochet. If you find yourself shooting over water,exercise extreme caution to avoid ricochets.

As a hunter, you must concern yourself more aboutsafety than about the possibility of your missing achance at your game. Your attitude in these matters isthe real difference between being a safe or unsafe hunter.Regardless of how much hunters know or how greattheir skill and experience, if they do not practice safety,they are unsafe hunters.

BICYCLING

Millions of people have found that biking iseconomical, healthy, and a great way for the entirefamily to take part in wholesome recreation. However,most of the time you will be sharing the road withvehicles of all shapes and sizes. Since a bicyclist is themost vulnerable participant in the highway system,observing safety rules is in your own best interest. Thatenables you to protect yourself against the carelessnessof others.

The impact of a rider's head against a sidewalk froma 10-speed bike going 25 mph is as great as that of arider thrown from a motorcycle at the same speed, From1989 to 1992, more than 500 sailors were seriouslyinjured or killed in bicycle accidents. More than 150 ofthose sailors suffered head injuries, 10 while wearinghelmets. Helmets won't prevent head injuries in everybike accident, but they do make a difference in theseverity of those injuries. You can protect yourself fromserious injury by wearing an American NationalStandards Institute (ANSI) or a Snell MemorialFoundation approved bicycle safety helmet. In addition,you can protect yourself by complying withOPNAVINST 5100.25A, which covers the NavyRecreation, Athletics, and Home Safety Program. Thisinstruction requires all recreational bicyclists operatingon government property to wear light-colored clothingand to wear reflective clothing during reduced visibilityconditions.

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ICE AND SNOW SPORTS

Ice and snow sports can be fun but deadly. Inaddition to the stresses placed on the body, there is theadded hazard of extreme cold. Winter sports include thefollowing activities:

Ice skating

Sledding, tobogganing, and snow disk riding

Snowmobiling

Skiing

Of these winter sports, Navy personnel experiencethe most mishaps from snow skiing. Each yearthousands of people suffer injuries in skiing accidents.From 1984 to 1992, more than 150 Navy people havebeen hurt in mishaps on ski slopes and trails. One ofthese mishaps resulted in a fatality when a skier lostcontrol in icy conditions and crashed into a tree. Anotherperson suffered a permanent disability when hefractured a vertebrae in his lower back. Fortunately,most injuries are less severe, with broken legs and kneeinjuries commonly reported. You can still get hurt whilecross-country skiing even though it is slower thandownhill skiing.

The most common cause of skiing accidents isinexperience. Beginners hurt themselves when they tryto move from a beginner's slope to advanced or expertslopes too soon. Trying slopes that are too steep or icycan result in injuries to even the more experiencedskiers. The buildup of too much speed can cause you tolose control.

SAFETY FOR ATHLETIC ACTIVITIES

People take part in many sports and other athleticactivities both as members of on- and off-base teams.Intramural sports are part of the total recreationprogram. Athletics provide a basic physical con-ditioning process through which the Navy can help buildand maintain an effective fighting force.

Some athletic events have inherent risks forparticipants. Padding and protective equipment can helpreduce injuries and are mandatory for some sponsoredteam events. A good athlete is familiar with the injurypotential of the sport being played and knows how toavoid injuries. When you are injured, you are of littleuse to a team. Part of the skill of any sport is the abilityof an athlete to avoid injury.

One factor repeatedly cited as a major contributorto a mishap involving physical fitness is overexertion.

Once people realize they are out of shape, they want todo something about it. Unfortunately, they usually try toget back into shape too fast. Age has nothing to do withdeaths relating to overexertion while exercising.Anyone is subject to overexertion, regardless of age orphysical conditioning. With today's emphasis on healthand wellness, many people take up strenuous fitnessactivities before they condition their bodies.

Good physical fitness can pay off, if you do itcarefully and consistently. However, strenuous exerciseonce a week can do more damage than good. Before youstart any physical fitness program, check with yourdoctor. The doctor will determine what precautions youshould take and if you need a complete physical exam.Checking with your doctor is especially important if youare more than 35 years old.

Baseball and Softball

Since baseball and softball present similar hazards,you should take similar precautions to avoid injury. Themost serious mishaps associated with baseball andsoftball are those resulting from sliding and collisions.Breakaway bases are much safer than stationary bases.Softball fields operated by MWR departments are beingconverted from stationary to breakaway bases. Until theMWR installs breakaway bases, your command shouldconduct a sliding clinic. Establish a no-sliding rule forcommand-sponsored picnic and pickup games toprevent personnel from breaking their ankles and legs.

Establish a no-sliding rule.

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Teammates need to communicate with each other toavoid collisions. Before the game, appoint the centerfielder to call off teammates for outfield fly balls.Appoint the shortstop to do the same thing for infield flyballs. Make sure they make calls in a clear, loud voice.These precautions will keep players from running intoeach other and possibly resulting in a tragedy such asthe one involving a highly skilled Navy technician.While going for a fly ball, this technician collided withanother player; he never recovered from the impact andeventually died.

Basketball

Many basketball injuries result from peoplewarming up improperly, wearing the wrong type ofshoes, and playing too aggressively. Taping your anklesor using ankle supports with high-top shoes reduces theseverity of ankle injuries. Don't wear running shoes forplaying basketball. Your high top shoes should have 1/2inch at the toe for clearance on the sudden stops andpivots common to basketball. They should have nonslipsoles and provide adequate ventilation. In early seasonworkouts, paint the soles of your feet with benzoin tolessen your chances of getting blisters. Wear an innersock of light cotton underneath a wool or heavier-weightathletic sock.

Wear pads to protect your knees and elbows frombruises and floor burns. Wear a knee brace if you needknee support.

Setting up basketball courts on flight and hangerdecks provides recreation at sea, but these courts cancause serious injuries. Twisting and pivoting on anonskid deck, as well as Falling, can result in a varietyof injuries. Be careful when playing on this type ofsurface.

Boxing

All participants, including boxers, coaches,referees, and physicians in a Navy boxing competitionmust attend at least one precompetition meeting orclinic. The purpose is to review concepts contained inthe Safety Awareness Manual and explain proceduresfor training and competition. Other requiredpublications include: Official Boxing Rules, Physician'sRingside Manual, and the Introduction to OlympicBoxing pamphlet. You can order copies of thesepublications (at a nominal charge) from the followingaddress:

USA Boxing, Inc.1750 East Bolder StreetColorado Springs, CO 80909-5776

Boxers must wear a mouthpiece, U.S.A. AmateurBoxing Federation approved protective headgear,gloves, and a groin protector during sparring and com-petition. All weight classes must wear 16-ounce gloves.The gloves will be either the thumbless type or thumb-attached type. Boxing gloves must be checked beforeuse. They should be clean, be free of lumps, and havesmooth surfaces. A boxer should be able to fasten themsecurely.

Mouthpieces must be custom-made and individ-ually fitted. When sparring and during actual matches,boxers should wear protective headgear. Boxers shouldwrap their hands to protect them while sparring, whileworking out on the heavy bags, and for all matches.

Medical officers providing support must be familiarwith and must meet the requirements of the Physician'sRingside Manual. The professional qualifications ofthese medical officers should include current compe-tency in the emergency treatment of head trauma,management of traumatic injury, certification in basicand advanced cardiopulmonary resuscitation (CPR),and experience in transporting unstable patients.

For additional information on Navy boxing compe-tition, refer to enclosure (7) of BUPERSINST 1710.11C.

Football

Football is one of the most hazardous of all teamsports because of the continuous heavy body contact.Only trained, well-conditioned players should take partin competitive football games. Players need not get hurtif they apply various safeguards.

All players must wear full-weight football shoulder,hip, thigh, and knee pads as well as headgear when theyexpect body contact both in practice and in the actualgame. This gear must be properly fitted.

We recommend that anyone engaging in activesports wear a mouthpiece. The mouthpiece is a relativelyinexpensive piece of equipment that reduces oraldamage considerably. It also provides the cushionnecessary to help prevent concussion from the shock ofblows sustained by the head and chin.

Helmets provide a method of holding the skull awayfrom the shell on impact. A helmet should have at leasta 1-inch clearance between the outer shell and the nylonor canvas webbing into which the head fits. The helmetshould be lined with vinyl plastic, which is 15 timesmore shock absorbent than foam rubber. The playermust be able to hear in a helmet. Discard old helmets.

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Flag/Touch Football

Some people think touch and flag football are safesports because pads and helmets are not normally re-quired. However, what usually starts as a friendly gameoften turns into a rough game of tackle. The shoulderblock is the only block permitted in touch and flag foot-ball. It is done between the waist and shoulder with bothfeet contacting the ground at the moment of contact.

To prevent collisions, teams should leave a fumbledfootball lying on the ground. Neither team should beallowed to advance the football; it should belong to theteam that last had possession.

When playing football, wear a mouthpiece toprotect your teeth and your tongue. Don't wear chains,rings, and metal wrist bands. If you wear glasses, securethem and make sure the lenses are shatter-proof.

Golf

When playing golf, you should wear socks andwell-fitted shoes to prevent blisters caused by longperiods of walking and turning. When other players arehitting, watch their shots to avoid being hit by a ball orclub. You should not hit your ball until the players aheadof you are well out of range. To keep from damagingyour skin from the sun's rays, you may want to wear aprotective cap and sun screen.

Avoid the golf course during electrical storms andsevere weather. Golf clubs make excellent electricityconductors. If you get caught on the course, keep awayfrom isolated trees, wire fences, hilltops, small sheds,and shelters in exposed areas. Try to reach thick timberor a depression in the ground or get near a steep cliff.

If caught in an electrical storm, do not delay; seek shelter.

Squash/Handball/Racquetball

Most injuries from racquet sports occur whenplayers do not use the proper eye protection. Theseinjuries include hemorrhaging of the eye area, cuts, andcorneal abrasions. A racquetball travels about 80 milesper hour when hit. Goggles without lenses offer littleprotection. A small ball, like the one you use inracquetball or squash, compresses when you hit it andcan penetrate open frames. How can you protect youreyes? Learning how to duck faster isn't the answer.Wearing the proper eye protection while playingracquetball is not only safe, it is mandatory. Wearimpact-resistant eyewear with either molded poly-carbonate wraparound protectors or lenses mounted insturdy frames. This requirement applies to allparticipants (military, family members, civilians, andguests) at all times. The people that issue Navyrecreational equipment should provide eye protectionwith racquetball rackets. In addition, wear a mouthpieceto protect your teeth and tongue.

Skateboarding

Skateboarding is a sport rapidly growing inpopularity. Unfortunately, as its popularity increases, sodo mishaps and injuries. Mishaps frequently occur whenskateboarders lack balance and body control or haven'thad enough practice. Several conditions contribute toskateboard mishaps and injuries: lack of protectiveequipment, poor board maintenance, and uneven ridingsurfaces. Fractures are the most common type of injuriesfor skateboarders. Some deaths have been reported,mostly from people falling off boards or colliding withcars.

When skateboarding, wear protective equipment,such as slip-resistant shoes, helmets, and speciallydesigned padding. This equipment may not fully protectskateboardcrs from fractures, but it can reduce thenumber and severity of cuts and scrapes. Wrist bracesand special skateboarding gloves also help absorb theimpact of a Fall. With protective equipment, you mustlook for comfort, design, and function. The equipmentshould not interfere with your movement, vision, orhearing.

Roller Skating and In-Line Skating

Roller skating is an old sport in which a renewedinterest has developed. In-line skating is a relatively newand exciting sport. The same injuries and mishaps wetalked about earlier on skateboarding apply here. The

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same types of PPE that apply to skateboarding alsoapply to these two sports.

Soccer

Americans have discovered what Europeans haveenjoyed for a long time—the fast-paced game they callsoccer. However, as the popularity of soccer grows, sodo the mishaps and injuries associated with it. Soccer isa rough-and-tumble game. In addition to scrapes,bruises, and cuts, soccer players suffer sprains, musclecramps, and broken bones.

When playing soccer, wear a knee brace if you needknee support. Wear a mouthpiece to protect your teethand your tongue. Don't wear chains, rings, and metalwrist bands. If you wear glasses, secure them and makesure the lenses are shatter-proof.

Tennis

Tennis is a comparatively safe sport, except for thepossibility of sprains and overexertion. If you are atennis player, avoid overexertion in the hot sun and drinkplenty of fluids. Wear socks and well-fitted shoes toprevent blisters.

Track and Field

Track and field events are relatively safe athleticactivities. Being in good physical condition is extremelyimportant if you are a runner because of the sustainedphysical exertion on your body. The memory of a well-trained Olympic marathoner barely making it across thefinish line is a grim reminder of the rigors of track. Trackofficials must give immediate help to a runner in dangerof collapsing at the end of a race. That prevents therunner from falling and getting injured.

Walking

Walking is an increasingly popular way to exercise.As the core of an effective fitness program, walking maybe just what the doctor ordered. Regular walking willnormally help incholesterol levelsattack. Walkinganxiety.

Wrestling

lowering your blood pressure andBoth may reduce the risk of heartmay also reduce depression and

The very nature of wrestling—constant bodycontact, sudden falls and movements, and the injurypotential of the various wrestling holds—makes it a

hazardous sport. Qualified leaders must supervise allwrestling activities to prevent injury to participants.

SAFETY IN THE HOME

In 1992, home fatalities and serious injuries weresignificantly lower than in 1991. This improvement ispartially because of increased command emphasis onpreventing off-duty mishaps, greater safety awareness,and training.

You can prevent mishaps, such as children'spoisoning, lawn mower mishaps, and home fires. Mostof these mishaps occur because of human error, such aslack of knowledge, inattention or distraction, orintentional violation of safety practices. You and yourfamily can prevent nearly ALL injuries and deaths thatoccur in the home. It is up to you to take home the safetymeasures you learn on the job and teach them to the restof your family.

Slips and Falls

Most home mishaps involve falls. Falls are the thirdleading cause of death for off-duty Navy personnel.Most people fall on level surfaces, not from higherplaces. The following are the most common causes ofslips and falls:

Slipping on small scatter rugs

Walking on highly polished or wet floors

Tripping on upturned or torn carpets

Walking on dark stairways

Standing on chairs to extend one's reach

Falls may happen because of spilled water or greaseon kitchen floors. Slippery conditions can exist becauseof water on bathroom floors. Toys left on the floor ofthe living room and other parts of the house are also triphazards.

The bathroom is the most common area in theaverage home where falling mishaps take place.However, bathtub and shower falls have decreased overthe last 25 years because of anti-slip bath mats, stick-onapplique slip-proofing, and manufacturer-appliedslip-proofing.

Ladders

Every home should have a ladder. If you don't haveone, you should get one and learn to use it properly.Whether you use a ladder to paint a ceiling, to clean out

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the gutters, or for any other purpose, take some extraprecautions. Most ladders sold for household use aretype III light-duty ladders, rated for a maximum load of200 pounds (user plus materials). If the ladder mustcarry more weight than that, select a type II medium-duty ladder (up to 225 pounds) or a type I heavy-dutyladder (up to 250 pounds). Most manufacturers labelladders with their duty rating or type number.Remember, don't overload your ladder.

Hobby Shop Equipment

If you have or use a hobby or craft shop, you shouldnot allow bench, table, or work areas to becomecluttered. Periodically remove excess trim and scrap toproper containers to prevent excessive accumulation.Return tools to their proper place when you no longerneed them. Clean machines and floor areas after use.You must always wear the correct PPE.

Wear snug clothing when operating machinery andequipment. Do not operate equipment while wearing anecktie or scarf or anything that could become entangledin the revolving machinery. Do NOT wear gloves whenworking with drills, ripsaws, table saws, and so on.Make sure you know the location of the power switch.Remove all jewelry. Use a brush, not your hands, toremove chips or cuttings.

Check drill bits to make sure they are straight andsharp. Make sure you tighten all chucks and clampssecurely. Stop all equipment when making adjustments.NEVER reach around revolving equipment. You mustbe careful of kickback or violent throwback of thematerial you are feeding. Inspect saw blades to makesure they are in good condition and are free of gum oradhered resins. Check all machine safety guards. Theyshould be substantial, in place, and properly aligned.Never operate the equipment without the safety guards,spreader, and anti-kickback fingers in place andproperly adjusted. Set a saw blade to the proper cuttingheight. Adjust the fence or gauge, and secure it firmly.

When using equipment having blades, shut off thepower and let the blade stop rotating before cleaningaway debris. Never reach over or under the blade whileoperating the saw. Hold the stock firmly against the tableand fence, and feed with even pressure within thecapacity of the saw to take the load. Do not stand directlyin line with stock you are putting through.

Note any clicking sound of a band saw, whichindicates a cracked blade. Do NOT operate the saw ifyou hear that sound. Inspect the saw for excessive"burning" and buildup of gum or resins on the blade of

wheel surfaces. Use the proper size blade for the work.Do not cut small radius work on a wide band.Conversely, be sure the blade is as wide as the work willpermit.

Do not stop or slow a saw by braking with a pieceof wood. Permit natural rundown of the saw. Inspect thecondition of the material. Test for safe depth of cut on apiece of soft, straight stock before proceeding.

Electricity

Electricity has made life in the home much morecomfortable and housework much easier. However,electricity is not a blessing without blemishes.Electricity at home can be either a servant or a killer. Itall depends on how you handle it. To keep electricity inyour home your servant, NOT your killer, obey thesafety rules for each part of your home.

Install ground fault circuit interrupters (GFCIs) nearbathroom and kitchen sinks as well as outdoors. GFCIsare shock-protection devices that detect electrical faultsto prevent people from being seriously injured or killed.They detect electrical faults by monitoring circuitleakage to ground. When leakage exceeds 5 milliamps,the GFCI breaks the circuit, thereby preventing anelectric shock. You can easily install them in the placeof existing outlets, and they are relatively inexpensive.

Electrical appliances or other electrical items do notnormally present a shock hazard to you unless they aredefective. How do you reduce shock hazard? Youshould inspect the item before and after use, follow allsafety standards, and use only materials approved bytesting laboratories. Even when an electrical item inyour home becomes defective, you can reduce thechance of its becoming a shock hazard to you. You dothat by keeping your body from becoming part of theelectrical circuit. A 110-volt house current kills morepeople annually than any other voltage. It takes lesselectricity to kill a person than it does to light a 10-wattlight bulb. If you do not maintain the electricalequipment and systems in your home, they can be athreat to you and your family 's safety.

Fires

In 1991, 3,500 Americans died and 21,275 wereinjured in home fires. That's roughly about 15 people aday. Most home fires result from unattended cooking,careless smoking habits, overloaded electrical circuits,and children playing with matches. You and your familyshould know in advance what to do in case of fire.Obviously, you should do everything possible to

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prevent a fire in the first place. The three mainprecautions you should take to help prevent fires are asfollows:

1. Install fire or smoke detectors.

2. Plan fire escapes.

3. Reduce fire hazards.

Most fatal home fires occur at night while peoplesleep. Smoke usually precedes measurable amounts ofheat in most cases of fire. Fire produces toxic gases andsmoke that actually numbs the senses. If you are asleepor become disoriented by toxic gases, you may not evenrealize there is a fire. You cannot rely on your ownsenses to detect a fire. So, it is extremely important foryou to install fire or smoke-detectors to sound an alarm.In addition, you and your family should practice escapedrills. Make sure everyone in the family knows thephone number of the fire department.

There are two types of detectors—smoke detectorsand fire detectors. Smoke detectors sound an alarm atthe first trace of smoke. Heat or fire detectors sound analarm to warn of an abnormally high temperature in theimmediate area of the detector. Detectors can either bebattery operated or part of a home's central wiringsystem. Be sure to install a detector on a circuit that youcannot turn off at a wall switch.

The National Fire Prevention Association's(NFPA) Standard 74 for household fire-warning equip-ment recommends you install one smoke detectoroutside each sleeping area of your house. You shouldinstall additional detectors on each story of your house.Don't forget the basement and attic, too. Supplementthese detectors with additional detectors around thehome, such as in hallways, utility rooms, the diningroom, and furnace room.

Smoke rises, filling the highest points in a house,before moving down to the floor. To detect the firsttraces of smoke, mount the detector high on a wall or onthe ceiling. Mount ceiling-mounted fire or smokedetectors at least 4 inches away from any wall. If youmount a detector on a wall, allow 4 to 12 inches fromthe ceiling. In a room with a high-pitched ceiling, mountthe detector on or near the highest point of the ceiling.DO NOT install fire or smoke detectors near windows,doors, or air registers where drafts could affect theirsensitivity.

Children

More children die eachinjuries than from childhood

year from preventablediseases. Accidents are

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killing our children at an alarming rate. Mishaps are theleading cause of death for children aged 1 to 14 years.

The Department of Defense (DOD) takes part in anational campaign to safeguard our children. TheNational Safe Kids Campaign began in 1988 toeliminate mishaps to children through parentaleducation and improvement of national safety codes andstandards. To provide a balanced program covering allfacets of children's safety, the campaign focuses eachyear on a different high-risk area.

BURNS AND SCALDS.— The number of childrenburned and scalded is alarmingly high. Many childrenunder age 14 are treated in emergency rooms after beingscalded by food; tap water; and hot liquids, such asgrease. Most of these scalds occur in the kitchen. Keepall pots and pans out of children's reach. Keep hotsubstances away from the edges of tables and counters.

Hot tap water can easily scald children, especiallyin the bathtub. Always supervise your children in andaround water. To prevent tap water scalds, stay withyour children while they are taking a bath. You shouldcheck the temperature of bath water before bathing yourchild. (Hot water heaters should not be set higher than120 degrees.)

Keep dangling enticements, such as a coffee potcord or the drape of a table cloth, away from children.

POISONING AND CHOKING.— Every 30seconds a child is poisoned in this country. A bottle ofkitchen cleanser is harmless when adults use it to cleanareas of the house. However, put that same bottle ofkitchen cleanser into the hands of a curious child andyou have a deadly situation. Children cannot protectthemselves from accidental poisoning. You can,however, prevent accidental poisonings in your home.Some causes of children's accidental poisonings aremedicines, household chemicals, cleaning products,make up, and plants; medicines cause most of thepoisonings. Keep such common household items out ofsight and reach of children.

OFF-DUTY MISHAP INVESTIGATIONAND REPORTING

The commanding officer is responsible for seekingways and means of controlling and preventing injuries.That includes both on- and off-duty activities. Whetherpersonnel are injured on the job or at home, their injuriescan have an impact on mission readiness. Mishapprevention also extends to off-duty activities.

Mishaps in the category of "home, sports, andrecreation" rank second only to privately owned motorvehicle accidents as a major cause of accidental injury.Sports and recreational injuries cost the Navy millionsof dollars each year and result in a loss of countlessman-years of work. In addition, these injuries result inimpaired combat effectiveness because of the loss ofskilled personnel—some temporarily disabled andothers permanently handicapped.

In sports mishaps involving the category of"supervisory deficiencies," the major factor is inade-quate instruction. That shows the need for soundcoaching and officiating of athletic contests. Is the intentof athletic contests to develop the body and a com-petitive spirit or just to win? You can effectively reduceinjuries in sports and recreation by following theseprinciples:

Use proven administrative controls

Effectively lead and supervise

Provide and maintain adequatefacilities

Properly condition participants

equipment and

You can prevent mishaps at home and in sports andrecreation by identifying, isolating, eliminating, orcontrolling hazards. You should guard against thosehazards you cannot eliminate. Finally, avoid creatingnew hazards.

Refer to OPNAVINST 5102.1C, Mishap Investi-gation and Reporting, for a list of the requirements forinvestigation and reporting of mishaps ashore. You mustreport any fatality or injury that occurs on governmentproperty, whether it involves civilian personnel, militarypersonnel, or military dependents. Additionally, reportfatalities or injuries that occur in conjunction withcommand-sponsored events off government property.Afloat, mishaps are reported based on OPNAVINST5100.21B, Afloat Mishap Investigation and Reporting,In general, an injury is reportable if the injured personloses at least 5 working days because of that injury. Allfatalities are reportable. These reports are sent to theNaval Safety Center within 30 days of the mishap.

SUMMARY

In this chapter, we addressed the Navy Recreation,Athletics, and Home Safety Program. We examined thevarious types of personal protective equipment (PPE)individuals must wear when taking part in varioussporting, athletic, and home activities. We discussed thevarious training Navy personnel must receive. Weaddressed various recreational safety controls com-mands and supervisors must follow. We discussedsafety precautions for various recreation and athleticactivities, including water sports. We covered varioushome hazards and safety precautions. Finally, weexamined the reporting and investigating requirementsfor recreation and sports mishaps.

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APPENDIX I

Chapter 1

Afloat Mishap Investigation and Reporting, OPNAVINST 5100.19D, Vol. 1,Chief of Naval Operations, Washington, D.C., 2001.

Department of the Navy Policy for Safety, Mishap Prevention and OccupationalHealth Programs, SECNAVINST 5100.10H, Secretary of the Navy,Washington, D.C., 1999.

Environmental and Natural Resources Program Manual, OPNAVINST 5090.1B,Chief of Naval Operations, Washington, D.C., 1994.

Issuance of Navy Traffic Safety Program, OPNAVINST 5100.12G, Chief of NavalOperations, Washington, D.C., 2001.

Mishap Investigation and Reporting, OPNAVINST 5102.1C, Chief of NavalOperations, Washington, D.C., 1989.

Naval Aviation Safety Program, OPNAVINST 3750.6R, Chief of Naval Operations,Washington, D.C., 2001.

Navy Occupational Safety and Health (NAVOSH) Program Manual, OPNAVINST5100.23F, Chief of Naval Operations, Washington, D.C., 2002.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Navy Recreation, Athletics, and Home Safety Program, OPNAVINST 5100.25A,Chief of Naval Operations, Washington, D.C., 1990.

Navy Safety and Occupational Health Program, OPNAVINST 5100.8G, Chief ofNaval Operations, Washington, D.C., 1986.

Standard Organization and Regulations of the U.S. Navy, OPNAVINST 3120.32C,Chief of Naval Operations, Washington, D.C., 1994.

Chapter 2

Navy Occupational Safety and Health (NAVOSH) Program Manual, OPNAVINST5100.23F, Chief of Naval Operations, Washington, D. C., 2002.

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REFERENCES USED TO DEVELOPTHIS NONRESIDENT TRAINING COURSE

NOTE: Although the following references were current when this NRTC was published, their continued currency cannot be assured. When consulting these references, keep in mind that they may have been revised to reflect new technology or revised methods, practices, or procedures; therefore, you need to ensure that you are studying the latest references.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Standard Organization and Regulations of the U.S. Navy, OPNAVINST 3120.32C,Chief of Naval Operations, Washington, D.C., 1994.

Chapter 3

Mishap Investigating and Reporting, OPNAVINST 5102.1C, Chief of NavalOperations, Washington, D.C., 1989.

Navy Occupational Safety and Health (NAVOSH) Program, OPNAVINST5100.23F, Chief of Naval Operations, Washington, D.C., 2002.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Chapter 4

Afloat Mishap Investigation and Reporting, OPNAVINST 5100.19D, Vol. 1,Chief of Naval Operations, Washington, D.C., 2001.

Mishap Investigation and Reporting, OPNAVINST 5102.1C, Chief of NavalOperations, Washington, D.C., 1989.

Naval Aviation Safety Program, OPNAVINST 3750.6R, Chief of Naval Operations,Washington, D.C., 2001.

Navy Occupational Safety and Health (NAVOSH) Program Manualy OPNAVINST5100.23F, Chief of Naval Operations, Washington, D.C., 2002.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat,OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Chapter 5

Hazardous Material Control and Management (HMC&M), OPNAVINST 5100.23F,Chapter 7, Chief of Naval Operations, Washington, D.C., 2002.

Manual of Naval Preventive Medicine, NAVMED P-5010-3, Chapter 3, "Ventilationand Thermal Stress Ashore and Afloat," Naval Medical Command, Washington,D.C., 1988.

Naval Ships' Technical Manual (NSTM),Chapter 635, "Thermal, Fire, and AcousticInstallation," S9086-VH-STM-010, Commander Naval Sea SystemsCommand, Washington, D.C., 1998.

Naval Ships' Technical Manual (NSTM),Chapter 670, "Stowage, Handling, andDisposal of Hazardous General Use Consumables," S9086-WK-STM-010,Commander, Naval Sea Systems Command, Washington, D.C., 1997.

Navy Occupational Safety and Health (NAVOSH) Program Manual, OPNAVINST5100.23F, Chief of Naval Operations, Washington, D.C., 2002.

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Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Shipboard Heat Stress Control and Personnel Protection, OPNAVINST 5100.19D,Vol. 1, Chief of Naval Operations, Washington, D.C., 2001.

Chapter 6

Afloat Mishap Investigation and Reporting, OPNAVINST 5100.19D, Vol. 1,Chief of Naval Operations, Washington, D.C., 2001.

Department of the Navy Policy for Safety, Mishap Prevention and OccupationalHealth Programs, SECNAVINST 5100.10H, Secretary of the Navy,Washington, D.C., 1999.

Mishap Investigation and Reporting, OPNAVINST 5102.1C, Chief of NavalOperations, Washington, D.C., 1989.

Naval Aviation Safety Program, OPNAVINST 3750.6R, Chief of Naval Operations,Washington, D.C., 2001.

Navy Occupational Safety and Health (NAVOSH) Program Manual, OPNAVINST5100.23F, Chief of Naval Operations, Washington, D.C., 2002.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Navy Safety and Occupational Health Program, OPNAVINST 5100.8G, Chief ofNaval Operations, Washington, D.C., 1986.

Chapter 7

Afloat Mishap Investigation and Reporting, OPNAVINST 5100.19D, Vol. 1,Chief of Naval Operations, Washington, D.C., 2001.

Joint Fleet Maintenance Manual, Vol. 5, C I N C L A N T F L T I N S T /CINCPACFLTINST 4790.3, CHG. 5, Commander, Naval Surface Force,Norfolk, Va./San Diego, Ca., 2001.

Manual of the Judge Advocate General, JAG Instruction 5800.7C, Office of theJudge Advocate General, Alexandria, Va., 1990.

Mishap Investigation and Reporting, OPNAVINST 5102.1C, Chief of NavalOperations, Washington, D.C., 1989.

Mishap Investigation, Reporting, and Recordkeeping, DOD Instruction 6055.7,Department of Defense, Washington, D.C., 2000.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

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Standard Organization and Regulations of the U.S. Navy, OPNAVINST 3120.32C,Chief of Naval Operations, Washington, D.C., 1994.

Chapter 8

Aviation Maintenance Ratings Fundamentals, NAVEDTRA 14022, NavalEducation and Training program Management Support Activity, Pensacola,Fla., 1997.

NAVAIROSH Requirements for the Shore Establishment, NAVAIR A1-NAOSH-SAF-000/P-5100-1, Commander, Naval Air Systems Command, Washington,D.C., 1988.

Naval Aviation Safety Program, OPNAVINST 3750.6R, Chief of Naval Operations,Washington, D.C., 2001.

The Naval Aviation Maintenance Program (NAMP), Volume 1, OPNAVINST4790.2H, Chief of Naval Operations, Washington, D.C., 2001.

Chapter 9

Afloat Mishap Investigation and Reporting, OPNAVINST 5100.19D, Vol. 1,Chief of Naval Operations, Washington, D.C., 2001.

Ammunition Afloat, NAVSEA OP 4 00000500, Commander, Naval Sea SystemsCommand, Washington, D.C., 1999.

Ammunition and Explosives Ashore, Safety Regulations for Handling, Storing,Production, Renovation, and Shipping, Volume 1, NAVSEA OP 5, Commander,Naval Sea Systems Command, Washington, D.C., 1995.

Mishap Investigation and Reporting, OPNAVINST 5102.1C, Chief of NavalOperations, Washington, D.C., 1989.

Naval Airborne Weapons Maintenance Program (NAWMP), OPNAVINST8600.2A, Chief of Naval Operations, Washington, D.C., 1989.

United States Navy Ordnance Safety Precautions, NAVSEA OP 3347, Commander,Naval Sea Systems Command, Washington, D.C., 1972.

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U.S. Navy Explosives Safety Policies, Requirements, and Procedures (Departmentof the Navy Explosives Safety Policy Manual), OPNAVINST 8020.14, Chiefof Naval Operations, Washington, D.C., 1999.

Chapter 10

Issuance of Navy Traffic Safety Program, OPNAVINST 5100.12G, Chief of NavalOperations, Washington, D.C., 2001.

Chapter 11

Operation of Morale, Welfare & Recreation Programs, BUPERSINST 1710.11C,Chief of Naval Personnel, Washington, D.C., 2001.

Cote, Arthur E., Fire Protection Handbook, National Fire Protection Association,Quincy, Mass., 1986.

Craighead, Frank C., Jr., and John J. Craighead, How To Survive on Land and Sea,4th ed., Naval Institute Press, Annapolis, Md., 1984.

Navy Occupational Safety and Health (NAVOSH) Program Manual for ForcesAfloat, OPNAVINST 5100.19D, Chief of Naval Operations, Washington, D.C.,2001.

Navy Recreation, Athletics, and Home Safety Program, OPNAVINST 5100.25A,Chief of Naval Operations, Washington, D.C., 1990.

INDEX-1

INDEXA

Afloat mishaps, 7-11. See also Mishap Afloat Safety Program, 7-1

elements, 7-1 evaluation, 7-7 goals, 7-1 organization 7-2 training, 7-4

Aircraft mishaps, 8-4. See also Mishap Aircraft safety, shipboard, 8-13

foreign object damage, 8-13 line and flight deck safety

precautions, 8-13 Asbestos Control Program, 5-15 Athletic activities, safety for, 11-9

baseball and softball, 11-9 basketball, 11-10 boxing, 11-10 football, 11-10 golf, 11-11 handball, 11-11 racquetball, 11-11 roller skating and in-line skating, 11-11 skateboarding, 11-11 soccer, 11-12squash, 11-11tennis, 11-12 track and field, 11-12 walking, 11-12 wrestling, 11-12

Aviation, naval, 8-1 aircraft mishap investigations, 8-7 hazard report and mishap

investigation report endorsements, 8-8

hazard reports, 8-3 mishap and hazard recommendation

tracking program (MISTRAC), 8-9 mishap investigation reports, 8-8 mishap reports, 8-6 mishaps, 8-4 pre-mishap plans, 8-6 safety, 8-1 safety program, 8-1

Aviation safety program, command, 8-10 elements of the, 8-12 functions of the, 8-11 responsibilities, 8-10

B

Baseball and softball, 11-9 Basketball, 11-10 Bicycling, 11-8 Boating, 11-6 Boxing, 11-10 Burns and scalds, 11-14

C

Conventional ordnance deficiency, 9-10 action required following a, 9-12 events reportable as a, 9-11 exceptions, 9-11 report format, 9-10

D

Deficiencies abatement of, 3-15 conventional ordnance, 9-11

Deficiencies—Continued drills to identify, 8-6 electric shock resulting from, 6-9 Enlisted Aviation Safety Committee

discussion of, 8-12 entered into the current ship’s

maintenance project (CSMP), 3-16 hazard severity of, 3-13 identifying, 6-7 interim correction of, 3-16 list, 7-7master-at-arms (MAA) force

responsibility for correction of, 7-7 NAVOSH notice of, 3-14 oxygen, 6-10, 7-12 recorded in installation hazard

abatement plan, 3-15 reporting, 6-7, 7-7, risk associated with, 3-13 safety, 6-7 training, 3-4 ventilation system, 5-5

E

Electrical Safety program, 5-22 Explosives handling, 9-1

certification procedure, 9-8 fire-watch responsibilities during, 9-7improper, 9-3 personal protective equipment, 9-5 precautions, 9-4 prohibited articles in areas of, 9-6 qualification levels, 9-8 qualification procedures, 9-8 reportable as a conventional ordnance

deficiency, 9-10 review boards, 9-1 supervision of, 9-3 training in, 9-2 training of subordinates in, 9-4

Explosives mishaps definitions and terms associated with,

9-10investigation and reporting

procedures for, 9-2, 9-10, 9-12 investigation and reporting

responsibilities for, 9-12 post-mishap actions, 9-12 preventing, 9-3 report, 6-10 reportable, 6-9, 7-12, 9-10

Explosives safety, 9-1

F

Football, 11-10

G

Gas Free Engineering Program, 5-23

H

Hazardabatement, 3-13 abatement plans, 3-15, 3-16 awareness development, 3-16 control, 3-6 identification, 3-7 interim correction of a, 3-16 mishap probability, 3-13 NAVOSH deficiency notice of a, 3-14

Hazard—Continued prevention, 3-6 report, 3-8, 8-3 reporting, 3-7, 8-3 risk assessment code, 3-13 severity, 3-13

Hazardous Material/Hazardous Waste Program, 5-9

Hazardous Materials Information Systems (HMIS), 5-10

Hearing Conservation program, 5-7 Heat Stress Control and Prevention

Program, 5-5 Home, safety in the, 11-12

children, 11-14 electricity, 11-13 fires, 11-13 hobby shop equipment, 11-13 ladders, 11-12 slips and falls, 11-12

I

Ice and snow sports, 11-9 Industrial hygiene

survey, 5-3, 6-6 terminology, 5-3

Injury classifications, 8-6 Investigative procedures, 4-7

L

Lead Control Program, 5-16

M

Material Safety Data Sheets (MSDS), 5-10 Medical Surveillance Program, 5-24 Mishap

afloat, 7-10 aircraft, 8-4 analyzing a, 4-15 categories, 7-11, 8-4 causes, 3-1 definition of an afloat, 7-11 definition of an aircraft, 8-4 hazard report endorsements, 8-8 injury classifications, 8-6 investigation, 7-11, 8-7 investigation board, 4-2, 7-12, 8-7 investigation report, 7-11, 8-8 investigation report endorsements, 8-8 investigator training, 4-6 off-ship, 7-12 pre-mishap plans formulated for a, 4-4, 8-6 prevention, 3-5, 8-1, 9-3 prevention and hazard awareness training, 7-4 probability, 3-13 reportable, 7-11 reporting, 7-10, 8-6 reporting procedures, 7-11 reports, 7-11, 8-6severity classes, 8-5

Mishap and Hazard Recommendation Tracking Program (MISTRAC), 8-9

Mishap causes, 3-1 administrative and supervisory factors, 3-5 alcohol, 3-2 behavioral factors, 3-3 drug abuse, 3-2 environmental conditions, 3-5 ergonomics, 3-2

INDEX-2

Mishap causes—Continued extreme temperatures, 3-3 fatigue, 3-3 human error, 3-2 interpersonal relationships, 3-4 lack of training and experience, 3-4 maintenance and support factors, 3-4 material failures or malfunctions, 3-5 mental factors, 3-3 motion sickness, 3-3 noise, 3-3 physical impairments, 3-2 temporary physical illnesses, 3-2 vibration, 3-3 visual acuity, 3-3

Mishap investigation and reporting off duty, 11-14 board, 4-2, 7-12 fundamentals, 4-1 kits, 4-6pre-mishap plans for conducting a, 4-4,

8-6privileged information, 4-2 procedures, 4-7, 7-11 report, 8-8 report endorsements, 8-8 responsibilities, 4-2 testimonial immunity, 4-4 words and definitions associated with a,

4-2Motorcycles, 10-7

N

Naval Aviation Safety Program, 8-1 Naval Explosives Safety Program, 9-1

elements, 9-2 organization and general

responsibilities, 9-2 purpose, 9-1

Naval Safety Center other publications published by, 1-9 periodicals published by, 1-7 responsibilities, 1-6 safety surveys, 7-8

Navy Occupational Safety and Health (NAVOSH) Inspection Program, 6-7

Navy Occupational Safety and Health (NAVOSH) program, 5.1

background of, 5-1 elements of, 5-1 fundamentals of, 5-1 scope of, 5-2

Navy Occupational Safety and Health (NAVOSH) programs that address specific hazards, 5-5

Asbestos Control Program, 5-15 Electrical Safety Program, 5-22 Gas Free Engineering Program, 5-23 Hazardous Material/Hazardous

Waste Program, 5-9 Hazardous Materials Information

System (HMIS), 5-10 Hearing Conservation Program, 5-7 Heat Stress Control and Prevention Program, 5-5 Lead Control Program, 5-16 Medical Surveillance Program, 5-24 Radiation Protection Program, 5-17 Respiratory Protection Program, 5-18 Sight Conservation Program, 5-14 Tag-Out/Lock-Out Program, 5-23

Navy Safety Program, 1-1 Navy Traffic Safety Program, 10-1

applicability, 10-1 applicability to pedestrians, 10-4 enforcement, 10-1 requirements for child safety seats,

10-3requirements for driver education,

10-4requirements for motorcycle

operators, 10-7 requirements for safety belts, 10-2 restrictions on alcohol use, 10-4 restrictions on portable headphones

use, 10-4

O

Off-duty mishap investigation and reporting, 11-14

Ordnance, 9-1 deficiencies, 9-10 mishap prevention, 9-3

P

Personal protective clothing and equipment, 5-20, 9-5, 11-2

Poisoning and choking, 11-14 Pre-mishap plan, 4-4, 8-6 Privileged information, 4-2,7-12

R

Racquetball, 11-11 Radiation Protection Program, 5-17 Recreation, Athletics, and Home Safety

Program, 11-1 facilities evaluation and inspections,

11-2personal protective equipment

requirements, 11-2

Recreation, Athletics, and Home Safety Program—Continued

recreational activities safety, 11-3 recreational safety controls, 11-3 training, 11-2

Recreational activities, safety for, 11-3 bicycling, 11-8 boating, 11-6 hunting, 11-8 ice and snow sports, 11-9 scuba, skin, and cave diving, 11-5 swimming, 11-4 water skiing, 11-7

Respiratory Protection Program, 5-18 Risk assessment code, 3-13

S

Safety and occupational health management

principles, 2-7 chain of command, 1-9 explosives, 9-1 for athletic activities, 11-9 for recreational activities, 11-3 in the home, 11-12 in today’s modern Navy, 1-3 of shipboard aircraft, 8-13 periodicals, 1-7 philosophy, 2-1 policy, 1-3 precautions, 5-25 promotion methods, 2-5 shipboard organization, 7-4 shore, 6-1 standards for surface ships, 7-8 training, 1-15 traffic, 10-1

Safety Program history of, 1-1 Navy Recreation, Athletics, and

Home, 11-1 promotion and attitudes, 2-1 responsibilities for the local, 1-10

Scuba, skin, and cave diving, 11-5 Sight conservation program, 5-14 Swimming, 11-4

T

Tag-Out/Lock-Out Program, 5-23 Testimonial immunity, 4-4 Traffic safety, 10-1

W

Water skiing, 11-7 Witness statement, 4-2 Witnesses, advice to, 4-5 Workplace monitoring plan, 6-6

ASSIGNMENT 1

Textbook Assignment: “Development of the Navy Safety Program,” chapter 1, pages 1–1 through1-18, and “Safety Program Promotion and Attitudes.” chapter 2, pages2–1 through 2–9.

1–1 . The Navy is obligated to provideyou with a safe and healthy workenvironment according to which ofthe following regulatory measures?

1. Occupational standards2. Naval standards3. Tradition4. Law

1–2. The occupational health element ofthe Navy Safety Program isconducted by which of the followingindividuals or activities?

1. CNO2. CNET3. BUMED4. COMNAVSAFECEN

1-3. Enlisted personnel on shore dutywere included in safety programsbeginning in what year?

1. 19292. 19393. 19494. 1959

1–4. The Occupational Safety and HealthAct (OSHA) became law in what year?

1. 19402. 19503. 19604. 1970

1–5. The guidance needed to carry outthe basic safety and health programelements specified in 29 CFR isprovided in which of the followinginstructions?

1. DODINST 6055.12. OPNAVINST 5100.19D3. OPNAVINST 5100.23F4. SECNAVINST 5100.10H

1–6 . What person is designated as thesafety and occupational healthofficial for the Department of theNavy ?

1. Chief of Naval Education andTraining

2. Chief of Naval Operations3. Assistant Secretary of the Navy4. Secretary of the Navy

1-7. SECNAVINST 5100.10H delegates theauthority for the operationalaspects of the NAVOSH Program towhich of the following individualsor activities?

1. CNO2. CNET3. BUMED4. COMNAVSAFECEN

1-8. What document serves as the basisfor the NAVOSH Program?

1. OPNAVINST 3120.32C2. OPNAVINST 5100.19D3. OPNAVINST 5100.23F4. SECNAVINST 5100.10H

1-9. Which of the following OPNAVinstruction numbers is that of theProgram Program Manual for Forces Afloat

1. 3750.6R2. 5100.19D3. 5100.23F4. 5102.1C

1-10. Freedom from danger, risk, orinjury defines which of thefollowing words?

1. Peril2. Hazard3. Safety4. Severity

1

1–11. We measure a hazard according towhich of the following elementsinvolved in the occurrence of amishap?

1. Risk2. Peril3. Lost days4. Severity and probability

1–12. Most mishaps are preventable.

1. True2. False

1–13. What is the most frequent cause ofNavy mishaps?

1. Equipment malfunction2. Human error3. Weather4. Fate

1-14. Where is the NAVSAFECEN located?

1. Pensacola, Florida2. Pittsburgh, Pennsylvania3. Columbus, Ohio4. Norfolk, Virginia

1-15. The NAVSAFECEN conducts safetysurveys of the naval operatingforces and shore establishmentsupon the request of which of thefollowing individuals?

1. Type commander2. Unit safety officer3. Unit medical officer4. Chief of Naval Operations

1–16. The NAVSAFECEN performs which ofthe following functions?

1. Promotes interest in mishapprevention through hazardawareness

2. Develops and administers safetyawards programs

3. Provides membership on reviewboards and advisory councils

4. All of the above

1-17. The Individual Flight ActivityReporting System (IFARS) is managedby which of the followingactivities?

1. Bureau of Medicine2. Naval Safety Center3. Naval Sea Systems Command4. Naval Air Systems Command

1–18. Unless otherwise directed,NAVSAFECEN is NOT responsible forsafety in which of the followingareas?

1. Afloat operations2. Ashore operations3. Nuclear propulsion4. Ordnance handling

1-19. The NAVSAFECEN receives andanalyzes all mishap and injuryreports submitted by which of thefollowing commands?

1. Aviation and ship commands only2. Submarine and shore commands

only3. Aviation and shore commands

only4. Aviation, ship, submarine, and

shore commands

1–20. In addition to being entered intoNAVSAFECEN’s data bank, the resultsof a NAVSAFECEN safety survey aregiven to what person?

1. Type commander of the unitinvolved

2. Chief of Naval Education andTraining

3. Commanding officer of the unitinvolved

4. Chief of Naval Operations

1–21. Approach, the Naval Aviation SafetyReview, is published at least howoften?

1. Daily2. Weekly3. Monthly4. Quarterly

2

1-22. Articles, commentaries, and shortfeatures about mishap prevention,as well as articles about flightoperations, are found in which ofthe following publications?

1. Flash2. Fathom3. Approach4. Combat Systems and Weapons

Department Management

1-23. What safety periodical presents themost accurate information availableon surface ship and submarinemishap prevention?

1. Flash2. Fathon3. Approach4. Safetyline

1-24. Safetyline is published a maximumof how many times each year?

1. One2. Two3. Six4. Eight

1-25. You can find a summary of researchfrom selected reports of submarinehazards in which of the followingpublications?

1. Flash2. Fathom3. Approach4. Safetyline

1-26. The proper chain of command andresponsibilities for the NAVOSHprogram are contained in which ofthe following instructions?

1. OPNAVINST 5354.1C2.. OPNAVINST 5100.8G3. OPNAVINST 5100.23F4. OPNAVINST 5430.1A

1-27. Safety matters within a unit arethe ultimate responsibility ofwhich of the following individuals?

1. Work center supervisor2. Commanding officer3. Executive officer4. Safety officer

1-28. The commanding officer appointswhich of the following individualsto help carry out day-to-daysafety-related matters?

1. Safety officer2. Medical officer3. Engineer officer4. Executive officer

1-29. Afloat, the safety organizationextends from the commandinq officerdown to which of the followinglevels?

1. Top management only2. The most junior sailor3. Middle management only4. First-line supervisors only

1-30. Safety petty officers assigned toassist the safety officer must bein which of the followingpaygrades?

1. E-5 and above2. E-4 and below3. E-3 only4. E-7, E-8, and E-9 only

1-31. Who normally serves as the recorderfor the Safety Council?

1. Commanding officer2. Executive officer3. Engineer officer4. Safety officer

1-32. The division safety petty officeris appointed by what person?

1. Commanding officer2. Executive officer3. Department head4. Division officer

1-33. The Safety Program Afloat course,J-493-2099, must be attended by atleast what percentage of the ship’ssafety petty officers?

1. 10%2. 20%3. 30%4. 50%

3

1-34. To develop recommendations forpolicy in safety matters and toanalyze the progress of the overallsafety program, the ship’s SafetyCouncil convenes how often?

1. Quarterly2. Monthly3. Weekly4. Daily

1–35. Ships with less than 300 crewmembers may incorporate theEnlisted Safety Committee into theSafety Council.

1. True2. False

1-36. What is the primary goal of anysafety program?

1. To place safety violators onreport

2. To enhance operationalreadiness

3. To eliminate all accidents4. To predict all accidents

1-37. The Federal Advisory Council onOccupational Safety and Health(FACOSH) acts in an advisorycapacity to which of the followingpersonnel?

1. Secretary of Labor2. Chief of Naval Education and

Training3. Secretary of Defense4. The Vice President of the

United States

1-38. Which of the following personnelwould normally be assigned as theaeromedical safety officer?

1. Flight surgeon2. Aviation officer3. Air operations officer4. Physical fitness coordinator

1-39. The Enlisted Aviation SafetyCommittee meets at least how often?

1. Once a month2. Twice a month3. Three times a year4. Four” times a year

1-40. You can find onboard trainingmaterials as well as lists oftraining aids and formal safetycourses for most required trainingin which of the followingpublications?

1. NAVEDTRA 10238-A2. NAVEDTRA 102933. NAVEDTRA 113-A4. NAVEDTRA 10074

1-41. Safety training is accomplished bywhich of the following means?

1. On-the-job training and generalmilitary training

2. Indoctrination training andformal safety courses

3. Safety standdowns and safetysurveys

4. All of the above

1-42. Indoctrination training on thecommand’s overall NAVOSH Program isrequired by which of the followinginstructions?

1. OPNAVINST 5100.23F2. OPNAVINST 5100.19D3. Both 1 and 2 above4. OPNAVINST 1500.71

1-43. Which of the following publicationscontains NAVOSH lesson guides?

1. NAVEDTRA 100742. NAVEDTRA 120613. NAVEDTRA 129714. NAVEDTRA 12964

1–44 . What is the best time of the day toconduct training?

1. Early in the day2. After sundown3. Just before liberty call4. After lunch

1-45. A person who is cold, hot, hungry,or tired has what type of need?

1. Psychological2. Physiological3. Social4. Ego

4

1-46. All people want to have a feelingof belonging. This is an exampleof what type of need?

1. Psychological2. Physiological3. Social4. Ego

1-47. Which of the following needs isassociated with a person’s need tofeel useful and respected?

1. Social2. Ego3. Physiological4. Psychological

1–48. An effective instructor willobserve which of the followingguidelines?

1. Always accept a person’s answer2. Talk to the entire group, not

just to the front row3. Watch your mannerisms4. All of the above

1-49. A command uses which of thefollowing approaches to “market”its safety program?

1. Safety legislation2. Mandatory training3. Promotional efforts4. Behavior modification

1-50. We can always rely on common senseto prevent mishaps.

1. True2. False

1–51. You can develop a safety attitudein your workers through which ofthe following practices?

1. Enforcing all safetyregulations

2. Training your people in safeworkmanship

3. Convincing them of thecommand’s sincere interest insafety

4. A1l of the above

1-52. Good risk taking can be considereda precaution against mishaps. Agood risk taker exhibits theability to make which of thefollowing responses to a risk?

1. Overcome it2. Totally avoid it3. Explain it to a superior and

help decide what action to take4. Recognize the levels involved

and decide whether taking it isworthwhile

1–53. To encourage workers to reporthazards, you should take which ofthe following steps?

1. Make workers feel comfortableand assure them of theiranonymity in reporting hazards

2. Discipline workers for failingto report hazards

3. Award workers for reportinghazards

4. Coerce or threaten workers

1-54. Some people have a desire forrecognition and status. Which ofthe following incentives serves asan appropriate motivator for suchpeople?

1. Material gain2. Self-preservation3. Personal comfort4. Praise and acceptance

1-55. After a worker safely completes ajob that is hazardous, which, ifany, of the following awards wouldbe appropriate?

1. A sincere “attaboy”2. A letter of appreciation at the

next award ceremony3. A week’s leave4. None of the above

1-56. Job motivation is achieved by whichof the following means?

1. Recognition2. Increased responsibility3. Opportunity for achievement4. All of the above

5

1-57. Which of the following methods willreduce the need for disciplinarycorrective actions?

1. Threats and reprimands2. Close supervision3. Meaningful mishap prevention

orientation4. Assignment of extra duty

1-58. To be a good salesman, you musthave the ability to

1. sell2. manage3. advertise4. identify with the customers

1-59. What are the three steps involvedin selling your safety program?

1. Preparation, presentation, andcommitment

2. Preparation, advertising, andselling

3. Preparation, presentation, andselling

4. Advertising, presentation, andcommitment

A. Safety posters and stickersB. Promotional stuntsC. Safety suggestionsD. Safety contests

Figure 1–A.-Safety Promotion Methods.

COMMANDS DEVELOP ADVERTISING CAMPAIGNS TOPROMOTE SAFETY. SELECT THE PROMOTIONMETHOD IN FIGURE 1-A DESCRIBED BY THESTATEMENTS GIVEN FOR QUESTIONS 1-60THROUGH 1-64. RESPONSES MAY BE USED ONCE,MORE THAN ONCE, OR NOT AT ALL.

1–61.

1-62.

1-63.

1-64.

1-65.

Prizes awarded for the best commandsafety slogan, safety essay, orsafety posters.

1. A2. B3. C4. D

Display of a wrecked vehicle near anaval base gate during the holidayseason.

1. A2. B3. C4. D

A safety recommendation that couldresult in monetary rewards.

1. A2. B3. C4. D

Use of both pictures and words toconvey a safety message.

1. A2. B3. C4. D

Who should take the lead inorganizing OSH setting OSH policy,and assigning OSH accountability?

1. All hands2. Top management3. Middle management4. First-line supervisors

1-60. A passive training method used toremind workers of hazards.

1. A2. B3. C4. D

6

ASSIGNMENT 2

Testbook Assignment: “Mishap Causes, Prevention, and Hazard Abatement,” chapter 3, pages3-1 through 3-17, and “Mishap Investigation Fundamentals,” chapter 4,pages 4–1 through 4-17.

2-1.

2-2.

2-3.

2-4.

2-5.

What is the primary purpose of amishap investigation?

1. To determine culpability2. To determine replacement cost3. To determine the effects on

operational readiness4. To determine the causes and

prevent recurrences

An unplanned event that interruptswork and causes damage or injurydescribes which of the followingterms?

1. Mishap2. Mistake3. Misconduct4. Mismanagement

As a supervisor, you need tounderstand why mishaps occur forwhich of the following reasons?

1. To conduct financial planning2. To anticipate a mishap

occurrence3. To understand your job

description4. To better equip you to prevent

mishap occurrence

Anything contributing to a mishapcan be referred to as a/an

1. safety program deficiency2. operating error3. mishap cause4. mishap

According to studies, what minimumpercentage of mishaps are caused bythe person involved in the mishap?

1. 80%2. 20%3. 50%4. 40%

2-6. What technology deals withworkplace designs that minimizebody stress and maximizeproduction?

1. Economics2. Ergonomics3. Aerodynamics4. Biosystematics

2-7. If a mishap occurs because of aperson’s faulty depth perception,you should report which of thefollowing cause factors for theincident?

1. Alcohol2. Environment3. Physical impairment4. Temporary physical illness

2-8. The most common form of polydrugabuse is a mixture of which of thefollowing drugs?

1. Amphetamines and barbiturates2. Amphetamines and aspirin3. Cocaine and marijuana4. Alcohol and any drug

2-9. Experience has shown that whenpeople tackle new tasks, mishapsoccur for which of thereasons?

1. Lack of patience2. Lack of initiative3. Lack of training

following

4. Lack of self-confidence

2-10. Supervisors sometimes contribute tomishaps because they have a lack inwhich of the following areas?

1. Knowledge of the capabilitiesof their personnel

2. Materials3. Funds4. Time

7

2-11. To counterbalance the lack ofunderstanding on a new job, aninexperienced person should beprovided with

1. training2. close supervision3. knowledge4. basic skills

2-15. A mishap resulting from lack ofquality assurance (QA).

1. A2. B3. C4. D

2–16. A mishap resulting from theaccidental use of incorrectprocedures.

A. Administrative and supervisoryfactors

B. Environmental factorsC. Maintenance and support factorsD. Material failure factors

Figure 2-A.-Mishap Cause Factors.

TO ANSWER QUESTIONS 2-12 THROUGH 2-16,SELECT THE CAUSE FACTOR IN FIGURE 2–ARESPONSIBLE FOR THE MISHAP DESCRIBED ASTHE QUESTION. RESPONSES MAY BE USED ONCE,MORE THAN ONCE, OR NOT AT ALL.

2-12. A mishap caused by prematureequipment failure resulting fromimproper installation.

1. A2. B3. C4. D

2-13. A mishap resulting from failure torequire personnel to meet personnelqualification standards.

1. A2. B3. C4. D

2–14. A mishap caused by metal fatiguefailure.

1. A2. B3. C4. D

2-17. The process used to eliminatemishap-producing causes before amishap occurs is called mishap

1. determination2. correction3. prevention4. detection

2–18. Which of the following methods ispreferred for controlling theimpact of hazards?

1. Identifying existing hazards2. Eliminating existing hazards3. Preventing the hazard at the

design stage4. Reducing the impact of hazards

that cannot be eliminated

2–19. What program is used to maintainequipment and material and preventthem from becoming operationalhazards?

1. QA2. PMS3. MDS4. PARs

1. A2. B3. C4. D

8

A. SubstitutionB. Engineering controlsC. Administrative controlsD. Use of personal protective equipment

Figure 2-B.—Hazard Control Methods.

WHEN PREVENTING HAZARDS IS IMPOSSIBLE,HAZARD CONTROL METHODS ARE USED TO CONTROLHAZARD POSSIBILITIES. TO ANSWER QUESTIONS2-20 TO 2-24, SELECT THE METHOD IN FIGURE2-B THAT MATCHES THE DESCRIPTION USED ASTHE QUESTION. RESPONSES MAY BE USED ONCE,MORE THAN ONCE, OR NOT AT ALL.

2-20.

2-21.

2-22.

2-23.

A barrier used to physicallyseparate people from contact withhazards.

1. A2. B3. C4. D

Replacing an existing piece ofequipment with a similar itemhaving a lower hazard potential.

1. A2. B3. C4. D

Using special operating proceduresto reduce exposure of personnel tohazards.

1. A2. B3. C4. D

Using chemical gloves, safetygoggles, and so forth, when workingwith acids.

1. A2. B3. C4. D

2-24. Using local exhaust ventilation toprevent airborne contaminants frompassing through the worker’sbreathing zone.

1. A2. B3. C4. D

2-25. An alleged imminent dangersituation hazard report isreceived. An investigation shouldbe conducted within what minimumamount of time?

1. 24 hours2. 36 hours3. 48 hours4. 72 hours

2-26. Deleted.

2-27. When not satisfied with theresponse to a hazard report,military personnel can appealthrough the chain of command towhich of the following persons?

1. Chief of Naval Operations2. Secretary of Labor3. Deputy Assistant Secretary of

Defense4. Secretary of Health

2-28. A safetygram is used to report ahazard within a particular ship.

1. True2. False

2-29. What code expresses the risk thatcombines the elements of hazardseverity and mishap probability?

1. Risk category code2. Risk assessment code3. Mishap category code4. Mishap classification

9

2–30. A hazard that could cause death isassigned what hazard severitycategory?

1. I2. II3. III4. IV

2-31. Deleted.

2-32. What RAC is assigned to a hazardthat is immediately likely to causea mishap and could result in death?

1. 12. 23. 34. 4

2-33. Which of the following documentscontains the Hazard Abatement Planfor forces afloat?

1. PMS2. PQS3. SORM4. CSMP

2-34. Afloat, the interim control for aRAC 1 or 2 hazard must be approvedby what person?

1. Commanding officer2. Executive officer3. Safety officer4. Supply officer

2-35. Which of the following elementsimprove(s) hazard awareness inpersonnel?

1. Experience2. Education3. Training4. All of the above

2-36.

2-37.

2-38.

2-39.

2-40.

2-41.

Mishap prevention depends on whichof the following elements?

1. Hazard elimination2. Hazard anticipation3. Hazard manipulation4. Hazard administration

Which of the following personsis/are responsible for mishapinvestigation?

1. Commanding officer only2. Division officer only3. Leading petty officer only4. All levels of supervision

A mishap occurred in your shop. Asthe supervisor, you should be theperson who conducts the mishapinvestigation for which of thefollowing reasons?

1. Seniority2. Prior experience3. Investigative technique4. Knowledge of the experience and

characteristics of yourpersonnel

When conducting a mishapinvestigation, you should NOT askthe witnesses what type ofquestions?

1. Who2. How3. What4. Where

Mishaps and injuries are twoseparate occurrences.

1. True2. False

Privileged information is usuallygathered by using which of thefollowing methods?

1. Interrogation2. Forced confession3. Promise of confidentiality4. Promise of reward

1 0

2-42.

2-43.

2-44.

2-45.

Witnesses will provide statementsto mishap investigation boardsunder oath.

1. True2. False

Which of the following items isconsidered privileged information?

1. Copies of instructions2. Witness statements3. Physical evidence4. Logs and records

Which of the following factors isthe key to a good investigation?

1. Witnesses' attitude2. Witnesses' enthusiasm3. Investigator’s instinct4. Investigator’s training

What is the first priority whenmishaps occur?

1. Save lives2. Control damage3. Preserve the evidence4. Protect the mishap site

2-46. Pictures of a mishap site takenusing a self-developing camera vicea 35-mm camera result in which ofthe following disadvantages?

1. They lack intense color2. They lack fine detail3. They are difficult to enlarge4. Both 2 and 3

2-47. Which of the following types ofphotography is/are especiallyhelpful in a fire investigation?

1. Color2. Black and White3. Both 1 and 24. Self-developing

2-48. When taking photos of fire scenes,you should take precautions toprevent charred materials fromcausing which of the followingphotography problems?

1. Poor depth of field2. Underexposure3. Overexposure4. Inadequate color

2-49. A diagram of a mishap scene haswhat primary advantage over aphotograph?

1. Shows less clutter2. Shows no action3. Shows no direction of movement4. Shows less lighting information

2-50. A witness is defined as an insightprovider to a mishap. Which of thefollowing elements can beclassified as a witness?

1. Parts2. People3. Position4. Each of the above

2-51. When it comes to “how” the mishapoccurred, which of the followingwitnesses or situations provide themost valuable information?

1. Parts2. Paper3. People4. Position

2-52. During a safety investigationafloat, how can you minimize thewithholding of information?

1. Witness should testify underoath

2. Witnesses should be rewarded3. Promise of confidentiality4. Promise of testimonial immunity

11

2-53. To assure witnesses that theinformation they provide will notbe used against them, a formalmishap investigation board useswhat form?

1. Advice to Witnesses form2. Special Request form3. DD–1149 form4. DD–1348 form

2–54. When in the process of interviewingseveral witnesses, you should takewhich of the following steps toprevent them from forming ahomogenized testimony?

1. Assign witnesses separate tasksat different locations

2. Meet witnesses individually3. Meet with witnesses as a group4. Have witnesses wait in the mess

deck for the interview

2-55. When interviewing a witness of theopposite sex, you should take whichof the following precautions?

1. Ensure the area is not secluded2. Ensure the door remains open3. Both 1 and 2 above4. Ensure other witnesses are in

the room

2-56. To effectively interview witnesses,you should apply which of thefollowing techniques?

1. Ask questions that can only beanswered by a yes or no

2. Ask questions that will requireexplanations

3. Always start your interviewwith a different question

4. Use two or more investigatorsto interview a witness

2-57. You do NOT use Advice to Witnessforms when performing which, ifany. of the following types ofinvestigations?

1. Local mishap investigations2. Formal mishap investigations3. Static mishap investigations4. None of the above

2-58. What is considered the mostdifficult part of a mishapinvestigation?

1. Taking pictures2. Interviewing witnesses3. Determining the sequence of

events4. Determining who caused the

mishap

2-59. You may obtain information onprevious mishaps that may provideclues to the mishap you arecurrently investigating from whichof the following commands?

1. Naval Safety Center2. Systems commands3. Type commnanders4. All of the above

2-60. YOU found criminal evidence duringan informal investigation. Whichof the following actions should youtake?

1. Call NIS2. Consult with legal services3. Stop your investigation and

inform your chain of command4. All of the above

A. Fault Tree AnalysisB. Change AnalysisC. Management Oversight and Risk

TreeD. Technique of Operations Review

Figure 2-C.—Analytical Techniques.

SELECT THE ANALYTICAL TECHNIQUE IN FIGURE2–C THAT MATCHES THE DESCRIPTION USED INQUESTIONS 2–61 THROUGH 2-65. RESPONSESMAY BE USED ONCE, MORE THAN ONCE, OR NOTAT ALL.

2-61. A departure from the norm. whichcould become an element in thechain of events leading to amishap.

1. A2. B3. C4. D

12

2-62. A method of determining if aparticular system, component, orequipment requires plannedmaintenance.

1. A2. B3. C4. D

2-63. An analysis directed more atmanagement than at hardware.

1. A2. B3. C4. D

2-64. An analysis that takes into accountmore supervisory and human factors.

1. A2. B3. C4. D

2–65. A method of working backward fromthe final failure to the originalcomponent to show the cause-and-effect relationship of the system.

1. A2. B3. C4. D

13

ASSIGNMENT 3

Textbook Assignment: “Navy Occupational Safety and Health Program Fundamentals,” chapter 5,pages 5-1 through 5-27, and “Shore Safety,” chapter 6, pages 6-1through 6-11.

3–1. A separate NAVOSH manual for forcesafloat was issued for what reason?

1. Because of their high tempo ofoperations

2. Because of unique militaryequipment

3. To comply with OSHA standards4. To comply with CNO’S directive

3–2. The Navy Occupational Safety andHealth (NAVOSH) Program applies towhich of the following groups ofpeople?

1. Military personnel2. Civilian personnel3. Nonappropriated fund personnel4. All of the above

3-3. Which of the following is a measureof a successful NAVOSH Program?

1. All surveys being conducted2. NAVOSH training being conducted3. All mishaps being reported4. Work related injuries and

illnesses being reduced

3-4. Deleted.

3-5. The NAVOSH Program Manual does NOTaddress some of the safety andhealth standards for personnelassigned ashore. In those cases.what safety standards should shorepersonnel adhere to?

1. NAVELEX2. NSTM3. OSHA4. CNO

3-6.

3–7.

3-8.

3–9.

Able B. Seaman is assigned toground electronics at a naval airstation. He will find theelectrical safety standards thatapply to his job in which of thefollowing publications?

1.2.3.

4.

NAVOSH Program ManualGeneral Industry StandardsNAVOSH Program Manual forForces AfloatStandard Organization andRegulations of the U.S. Navy

Industrial hygiene deals withcontrolling the work environment toprotect the workers’

1. wages2. health3. benefits4. working hours

The legally established exposurelevel of a harmful physical agentis identified by which of thefollowing terms?

1. Ceiling limit2. Threshold limit value3. Short-term exposure level4. Permissible exposure limit

During an industrial hygienesurvey, which of the followingareas should be investigated?

1. Decks only2. Galleys only3. Engineering spaces only4. Every workplace at the facility

14

3-10. Heat stress becomes excessive whenthe body

1. is unable to adjust to changesin temperature

2. starts sweating3. temperature reaches 99 degrees

Fahrenheit4. is exposed to rising

temperature

3-11. Aboard ship, what was the leadingcause of heat stress injuriesreported in 1991?

1. Participating in physicalfitness training

2. Working in engineering spaces3. Wearing the fire-fighting

ensemble4. Working in food preparation

areas

3-12. A victim having hot, flushed, dryskin and a fast, strong pulse issuffering from what type of heatstress?

1. Heat cramps2. Heat stroke3. Heat fatigue4. Heat exhaustion

3-13. A victim who has pale and clammyskin; has a fast, weak pulse: andis experiencing profuse sweating issuffering from what type of heatstress?

1. Heat exhaustion2. Heat fatigue3. Heat stroke4. Heat cramps

3-14. What type of heat stress is a life-threatening medical emergency?

1. Heat exhaustion2. Heat fatigue3. Heat stroke4. Heat cramps

3–15. When heat cannot be reduced in thework area, which of the followingprecautions could prevent a heat-stress injury?

1. Control the conditions thatcause heat stress

2. Detect the conditions thatcause heat stress

3. Restrict personnel exposure tothe heat

4. Use dry bulb thermometers

3–16. According to the base-line thumbrule, you are required to wearhearing protection when you have toraise your voice when talking to aperson at what maximum distance?

1. One arm length2. Two arms length3. Three arms length4. Four arms length

3–17. Deleted.

3-18. When the noise level cannot bemaintained below 84 dB by usingengineering controls, which of thefollowing types of protection isnecessary?

1. Isolate the noisiest equipment2. Use earplugs or earmuffs3. Reduce the number of operating

personnel4. Secure the area to personnel

3–19. Deleted.

15

3–20. What regulation ensures the safeand effective use of hazardousmaterials?

1. Material Safety Data Sheetinstructions

2. Hazard Communication Standard3. Hazardous Materials User’s

Guide4. DOD Hazardous Materials

Information System

3–21. The Navy’s hazardous material

3–22.

3-23.

control and management program ismanaged by which of the followingcommands?

1. Occupational Safety and HealthAgency

2. Environmental Protection Agency3. Naval Supply Systems Command4. Naval Safety Center

Material can be designated ashazardous waste by which of thefollowing commands?

1. EPA2. NSC3. OSHA4. NSSC

The Material Safety Data Sheet(MSDS) provides which of thefollowing hazardous materialinformation?

1. Price2. Manufacture date3. Transportation date4. Carcinogenicity

3-24. What data base provides usefulinformation on more than 70,000hazardous materials used by thedefense department?

1. Material Safety Data Sheets2. Hazardous Materials Information

System3. Hazardous Material Authorized

Use List4. Hazardous Material User's Guide

3-25. Which of the following informationappears on hazardous materiallabels as mandated by OSHA?

1. Name and address of themanufacturer

2. Emergency and first–aidprocedures

3. Transportation data4. Disposal data

3–26. A hazardous material that youordered arrived with only theminimum required OSHA label. Whatadditional label, if any, shouldyou attach to the material?

1. Hazardous chemical warninglabel

2. Visual hazard warning label3. MSDS label4. None

3–27. Who is responsible for determiningan eye-hazard area?

1. Division officer2. Industrial hygienist3. Activity safety officer4. Activity commanding officer

3–28. When must a person who has 20/200or worse vision in one eye wear eyeprotection?

1. When directed by the supervisor2. When assigned to an eye-hazard

area3. When working at the work

station4. At all times

3–29. Aboard ship, who should have acomplete list of all eye-hazardareas?

1. Safety officer2. Medical officer3. Safety petty officer4. Chief master–at–arms

16

3-30. Deleted.

3–31. Deleted.

3-32. Which of the following processes isused to identify asbestos products?

1. An oil laboratory test2. Microscopic analysis3. An acidity test4. Casual observance

3–33. If you ingest lead, what part ofyour body can be damaged?

1. Lungs2. Kidneys3. Stomach4. Esophagus

3–34. Which of the following shipboardmaterials contain(s) lead?

1. Batteries2. Pipe joints3. Weights and cable sockets4. All of the above

3–35. What type of radiation strips atomsof its electrons?

1. Laser radiation2. Radar radiation3. Ionizing radiation4. Nonionizing radiation

3-36. As outlined in OPNAVINST 5100.19Dand 5100.23F, which of thefollowing personnel are excludedfrom the Radiation ProtectionProgram?

1. Nuclear weapons technicians2. Medical x–ray technicians3. Dental x-ray technicians4. Radar technicians

3–37. Afloat, the commanding officerstarts a respiratory protectionprogram by appointing, in writing,which of the following personnel?

1. Certified respiratoryprotection program manager

2. Respiratory protection officer3. Medical officer4. Safety officer

3–38. When, if ever, would a surgicalmask be considered as adequaterespiratory protection?

1. During chipping2. During painting3. During grinding4. Never

3-39. A respirator cartridge used whilepainting is identified by which ofthe following labels?

1. Dust2. Mist3. Fumes4. Vapor

3–40. What type of respirator do you usein an environment that is deficientin oxygen and is laden withmercury?

1. Self-contained breathingapparatus

2. Emergency escape breathingdevice

3. Air–purifying respirator4. Cartridge respirator

17

A. DustB. FumesC. GasD. Mist and fog

Figure 3-A.-Types of Air Contaminants.

IDENTIFYING THE TYPES OF AIR CONTAMINANTSIS CRITICAL IN SELECTING THE PROPERRESPIRATOR. TO ANSWER QUESTIONS 3–41THROUGH 3–45, SELECT THE TYPE OF AIRCONTAMINANT IN FIGURE 3–A THAT MATCHES THEDESCRIPTION USED AS THE QUESTION.RESPONSES MAY BE USED ONCE. MORE THANONCE, OR NOT AT ALL.

3–41. Particles formed by thecondensation of volatile solidsthat are produced by the welding,brazing, or cutting of metals.

1. A2. B3. C4. D

3–42. A material that under normaltemperature and pressure tends tooccupy an entire space.

1. A2. B3. C4. D

3–43. Particles created by breaking uplarger particles during thecrushing, grinding, sanding, orchipping of materials.

1. A2. B3. C4. D

3-44. Finely divided liquid dropletssuspended in air that are producedduring spray painting.

1. A2. B3. C4. D

3–45. A material that is usuallyinvisible and odorless.

1. A2. B3. C4. D

3–46. Personal protective clothing andequipment (PPE) can reduce oreliminate the hazard itself.

1. True2. False

3–47. You are assigned to do hot workover the side. Which of thefollowing PPE are you required towear?

1. Safety shoes, heat–insulatedgloves, safety harness, andmetal hard hat

2. Safety shoes, leather gloves,and safety harness

3. Safety shoes, heat–insulatedgloves, and a safety harnesswith wire rope

4. Safety shoes, heat-insulatedgloves, and a safety harnesswith nylon lanyards

3-48. Afloat, in which of the followingspaces can you obtain an extensioncord?

1. Electronics Technician’s shop2. Electrical tool issue room3. Boatswain’s locker4. supply

3-49. The electrical tools custodian canonly issue tools to which of thefollowing personnel?

1. Members of electrical andelectronics ratings

2. Engineering personnel3. Personnel who have received

electrical safety trainingwithin the year

4. All of the above

1 8

3–50. When, if ever, should personnelreceive indoctrination and trainingon basic electrical safety?

1. Upon reporting aboard2. Annually3. Both 1 and 2 above4. Never

3-51. During all corrective maintenance,you are required to abide by whichof the following safety procedures?

1. Planned Maintenance System(PMS) procedures

2. Maintenance Data System (MDS)procedures

3. Standard operating procedures4. Tag-out/Lock-out procedures

3-52. Which of the following precautionsshould you observe when working ina confined space?

1. Always report to the gas freeengineer before working in aconfined space

2. When aboard ship, use gas freecertificates for only 8 hours

3. Wear a hard hat aboard shipduring a confined space test

4. Test a confined space for thepresence of toxic gases only

3-53. As a supervisor, you should ensureyour workers follow which of thefollowing safety precautions?

1. Comply with safety procedures2. Wear appropriate PPE3. Take no short cuts and safely

perform all jobs4. All of the above

3–54 . What instruction provides theadministrative requirements forshore NAVOSH programs?

1. OPNAVINST 5100.19D2. OPNAVINST 5100.21B3. OPNAVINST 5100.23F4. OPNAVINST 5102.1C

3-55. Both military and civilianpersonnel are subject todisciplinary action when theyviolate NAVOSH regulations.

1. True2. False

3–56. Ashore, who plans, directs, andadministers the OSH programs?

1. Commanding officer2. Safety officer3. Naval safety center4. OSH office

3-57. For an activity to have a full-timeOSH manager, it should have atleast a total of how manypersonnel?

1. 1002. 2003. 3004. 400

3-58. Which of the following activitiesprovides analytical services andoccupational medicine examinations?

1. Industrial hygiene laboratories2. Medical training centers3. Naval hospitals4. OSH offices

3-59. Which of the following approachesis likely to change behavior andlead to mishap prevention?

1. Legislated safety2. Safety endorsement3. OSH training4. Peer pressure

3-60. How much total HAZCOM training isrequired by collateral duty OSHpersonnel?

1. 30-minute initial training only2. 3-hour initial training and OJT3. 3-hour initial training and

refresher training as required4. 24–hour initial training and

3–hour annual training

19

3-61.

3-62.

3-63.

3-64.

3-65.

3-66.

At which of the following naval airstations can you obtain quotas forshore-oriented safety courses?

1. Norfolk, Va.2. Meridian. Miss.3. Pensacola. Fla.4. North Island, Calif.

Which of the following statementsde-scribes the objective of theNAVOSH program?

1. To establish mishap preventionstandards

2. To provide a safe and healthywork environment

3. To evaluate the effectivenessof the safety program

4. To provide supervision inmatters pertaining to safety

What type of survey is required ifhazards are found in a work place?

1. Base–line2. Walk–through3. Periodic4. Initial

Deleted.

When the industrial hygiene surveyshows potential exposure ofpersonnel to toxic chemicals, whatplan is prepared?

1. Workplace monitoring plan2. Industrial hygiene plan3. Exposure sampling plan4. Pre-mishap plan

Data pertinent to personnelexposures (except asbestos) areretained for a minimum of how manyyears?

1. 10 years2. 20 years3. 30 years4. 40 years

3-67. Deleted.

3–68. Navy workplaces with recognizedpotential health hazards should beevaluated at what minimumfrequency?

1. Weekly2. Annually3. Bimonthly4. Semiannually

3-69. Ashore, NAVOSH oversightinspections are conducted by whichof the following commands?

1. OSHA2. NAVINSGEN3. PREINSURV4. NAVSAFECEN

3-70. You have civilian employees workingin your facility. Which of thefollowing personnel may conductNAVOSH inspections of your worksite?

1. Federal OSHA officials only2. State OSHA officials only3. Both 1 and 2 above4. Safety Center officials only

3–71. OSHA officials can conduct work-site inspections on work centersstaffed with military personnelonly,

1. True2. False

3–72. To report property damage, the OSHoffice uses which of the followinglogs/reports?

1. Annual Summary of Navy CivilianOccupational Injuries

2. Log of Navy Injuries andOccupational Illnesses

3. Explosive Mishap Report4. OPNAV Safety Report

20

3-73. Before a mishap is reported to theNaval Safety Center, any injuryinvolved must result in how manylost workdays?

1. 52. 23. 34. 4

3-74. Which of the following mishaps isreportable?

1. A mishap resulting in $5000property damage

2. Electric shock because of apersonnel error

3. Traffic mishap not involving agovernment vehicle, butresulting in $1000 DOD propertydamage

4. Damage to small craft assignedto a shore activity

3-75. An investigation of a shore mishapthat resulted in a fatality isinitiated by which of the followingpersons?

1. Local OSH officer2. Echelon 2 commander3. Echelon 3 commander4. Naval Inspector General

21

ASSIGNMENT 4

4-1.

4–2.

4-3.

4–4.

4-5.

Textbook Assignment: “Afloat Safety,” chapter 7, pages 7–1 through 7-13; “Naval AviationSafety,” chapter 8, pages 8-1 through 8–15; and “Explosives Safety,”chapter 9, pages 9-1 through 9–5.

The primary goal of the afloatsafety program is to

1. instruct personnel in hazardprevention

2. evaluate effectiveness of thesafety program

3. maintain safety records andmishaps statistics

4. attain the highest degree ofoperational readiness

What is the first critical step inachieving the goals of the afloatsafety program?

1. Hazard identification2. Hazard elimination3. Hazard prevention4. Hazard correction

Shipboard safety standards can befound in what volume of the NAVOSHProgram Manual for Forces Afloat?

1. I2. II3. III4. IV

Directing the afloat safety programis the responsibility of which ofthe following personnel?

1. Executive officer2. Safety officer3. Commanding officer4. Members of the chain of command

Who executes and manages the afloatsafety programs?

1. Chief of Naval Operations2. Commanding officer3. Executive officer4. Safety officer

A. Chief of Naval Education andTraining

B. Commander, Naval Safety CenterC. Systems commnandersD. Type commanders

Figure 4–A.-Afloat safety programpersonnel.

IN ANSWERING QUESTIONS 4-6 THROUGH 4–10,SELECT FROM FIGURE 4-A THE PERSON WHOPERFORMS THE FUNCTION LISTED AS THEQUESTION. RESPONSES MAY BE USED ONCE,MORE THAN ONCE, OR NOT AT ALL.

4–6. Deleted.

4-7. Conducts the final review andanalysis of mishap investigationreports (MIRs).

1. A2. B3. C4. D

4-8. Responsible for ensuring thatsubordinate commands provideeffective safety training.

1. A2. B3. C4. D

22

4-9. Provides technical focus forcomprehensive development andadministration of the afloat safetyprogram.

1. A2. B3. C4. D

4-10. Sanitizes MIRs and endorsements foruse in safety training.

1. A2. B3. C4. D

4-11. The safety officer directly reportshazardous conditions or operationsto which of the followingpersonnel?

1. Commanding officer2. Executive officer3. Engineer officer4. Division officer

4–12. All hands have which of thefollowing safety responsibilities?

1. Know and obey all safetyprecautions

2. Report unsafe procedures3. Provide mishap information to

safety investigators4. Each of the above

4-13. What is the key to a successfulsafety program?

1. An experienced safety officer2. Hazard identification3. Quality training4. Mishap reporting

4-14. Occupational health and safetysubject matter is combined intogeneric lesson guides for use inshipboard training in whatpublication?

1. NTP S-40–86032. NAVEDTRA 100743. NAVSAFECEN 5102/304. NAVOSH Program Manual

4-15. Safety courses are offered toshipboard personnel by which of thefollowing activities?

1. Mobile training units2. Fleet training centers3. Naval training centers4. Recruit training centers

4–16. What is the principal way commandsdiscover hazards?

1. By chance2. By the occurrence of mishaps3. Through workplace inspections4. Through individual personnel

reports

4-17. At least how often should shipboardwork spaces be inspected for safetyhazards?

1. Weekly2. Monthly3. Annually4. Semiannually

4–18. Deleted.

4-19. Results of surveys conducted by theSafety Center are sent to which ofthe following personnel?

1. Unit commanding officer2. Chief of Naval Operations3. Type commander4. Unit safety officer

4–20. In 1989, the CNO called for aNavywide safety standdown for whichof the following reasons?

1. Aviation mishaps2. Off-duty mishaps3. An annual requirement4. A rash of shipboard mishaps

23

4–21. Detailed procedures and reportformats for afloat mishapinvestigation and reporting iscontained in what instruction?

1. OPNAVINST 5100.19D2. OPNAVINST 5100.10H3. OPNAVINST 5100.21B4. OPNAVINST 5100.23F

4–22. A mishap that results in propertydamage of $500,000 is assigned whatmishap classification?

1. Class A2. Class B3. Class C4. Special case

4–23. Deleted.

4–24. Shipboard mishaps involvingcivilians or foreigners arereportable under OPNAVINST5100.21B.

1. True2. False

4-25. Deleted.

4–26. What term is used to identify thepotential cause of damage andinjury?

1. Lack of training2. Human error3. Hazard4. Stress

4–27.

4-28.

4-29.

4–30.

4–31.

4–32.

Detecting, containing, andeliminating hazards is the concernof which of the followingactivities?

1. Aircraft design2. Personnel selection3. Aircraft support equipment4. All of the above

Who directs and supervises theNaval Aviation Safety Program?

1. Commander, Naval Safety Center2. Commander, Naval Air3. Aviation safety officer4. Director, Air Warfare

Who advises and aids the CNO in theadministration and monitoring ofthe Naval Aviation Safety Program?

1. Commander, Naval Safety Center2. Commander, Naval Air3. Aviation safety officer4. Director, Air Warfare

Which of the following officers canbe assigned as the aviation safetyofficer (ASO)?

1. A designated naval flightofficer

2. A flight surgeon3. An air department officer4. An AIMD officer

The ASO billet is only a collateralduty .

1. True2. False

When do you submit a Hazard Report(HR)?

1. When directed by higherauthority

2. When directed by the ASO3. Whenever a hazard is detected4. Whenever a mishap has occurred

24

4-33. To have an effect outside theorganization, the HR should besubmitted to whom?

1. Aviation safety officer2. Commanding officer3. Department head4. Higher authority

4-34. A special HR format is required toreport which of the followinghazards?

1. Bird strike2. Mid-air collision3. Aircraft fire4. Aircraft mishap resulting in

fatal injury

4-35. An individual who is reluctant toidentify a hazard because of aunique situation is authorized tosend which of the following typesof HRs?

1. Special format2. Anonymous3. Standard4. FOUO

4-36. In the interest of safety, all HRswith a severe risk assessment codeshould be submitted within how manyhours after the hazard is detected?

1. 602. 243. 364. 48

4-37. The only restriction on the use ofHRs is that they are used ForOfficial Use Only (FOUO).

1. True2. False

4-38. Deleted.

A. Fatal injuryB. Permanent total disabilityC Permanent partial disabilityD. Lost workday

Figure 4-B.-Injury classifications.

IN ANSWERING QUESTIONS 4-39 THROUGH 4-43,SELECT THE INJURY CLASSIFICATION IN FIGURE4-B THAT MATCHES THE DESCRIPTION USED ASTHE QUESTION. RESPONSES MAY BE USED ONCE,MORE THAN ONCE, OR NOT AT ALL.

4-39.

4-40.

4-41.

An injury that results in the lossof both arms.

1. A2. B3. C4. D

An injury that results in death dueto a complication arising from themishap.

1. A2. B3. C4. D

An injury that results in second-degree burns over 5 percent of thebody.

1. A2. B3. C4. D

4-42. An injury that results in anunrepairable inguinal hernia.

1. A2. B3. C4. D

4-43. An injury that results in the lossof the great toe.

1. A2. B3. C4. D

25

4–44. Mishap reports (MRs) provide whichof the following informationconcerning aircraft mishaps?

1. Hazard elimination information2. Mishap prevention information3. Information about the person

causing the mishap4. Information about the progress

of investigation

4–45. NAVSAFECEN requires that a Class Aaviation mishap be reportedinitially by which of the followingmeans?

1. Message2. Telephone3. Mail4. Courier

4–46. An initial message MR for all ClassA and B aviation mishaps will besubmitted within how many hours?

1. 12 hours2. 24 hours3. 36 hours4. 4 hours

4–47. Aircraft mishap investigations areconducted for which of thefollowing reasons?

1. To determine culpability2. To determine total damage3. For safety purposes only4. For accounting purposes only

4-48. If an aircraft manned by an aircrewis involved in a mishap, which ofthe following personnel must serveas a member of the aircraft mishapboard?

1. AIMD officer2. Safety officer3. NATOPS qualified officer4. Aircrew survival qualified

officer

4–49. On what form do you report thehazards responsible for a mishap?

4–50. Following a mishap. an MIR must besubmitted within how many days?

1. 502. 603. 304. 40

4–51. What is the purpose of the Mishapand Hazard Recommendation Tracking(MISTRAC) Program?

1. To monitor corrective actions2. To ensure all hazards are

reported3. To eliminate hazards4. To identify corrective actions

4-52. Under the MISTRAC program, whomonitors corrective actionrecommendations?

1. ASO2. CNO3. COMNAVAIR4. COMNAVSAFECEN

4-53. When does NAVSAFECEN provide actionagencies with a listing of allMISRECs?

1. Semiannually on 1 March and 1September

2. Semiannually on 1 April and 1October

3. Annually on 15 January4. Annually on 1 October

4-54. Who is responsible for providingsafety education in a command?

1. CO2. XO3. EMO4. ASO

1. Special HR2. MIR3. MR4. HR

26

4-55. What are the three functions of acommand aviation safety program?

1. Hazard reporting, hazarddetection, and hazardelimination

2. Hazard detection, hazardelimination, and safetytraining

3. Hazard reporting, hazardelimination, and safetytraining

4. Hazard monitoring, hazardreporting, and hazard detection

4-56. What publication identifies therequirements and conditions inreporting aviation mishaps?

1. OPNAVINST 3750.6R2. OPNAVINST 5100.19D3. OPNAVINST 5100.23F4. NAVAIR A1-NAOSH-SAF-000/P5100-1

4–57. Which of the following elements ofan aviation safety program is/arevital to a successful safetyeffort?

1. Command climate2. Command safety goals3. Command safety organization4. All of the above

4–58. What is the recommended minimumfrequency for a formal NAVSAFECENsurvey?

1. 1 year2. 2 years3. 3 years4. 4 years

4–59. Flight deck operations are moredangerous than ground aircraftoperations for which of thefollowing reasons?

1.. Hazards posed by propellers androtors

2. Exhaust area hazards3. Limited space4. Engine noises

4-60. What are the two most serioushazards of jet engine exhaust?

1. High temperature and noise2. High temperature and high

velocity3. Noise and high velocity4. Noise and exhaust gasses

4-61. Preventing the premature,unintentional, or unauthorizeddischarge of explosives is the mainreason for having an explosivessafety program.

1. True2. False

4-62. Who reviews the explosive safety ofweapons or explosives systems?

1. DDESB2. WSESRB3. DCNO4. COMNAVSAFECEN

4-63. DOD explosives safety standards areestablished by which of thefollowing organizations?

1. DDESB2. WSESRB3. NAVSAFECEN4. NAVSEASYSCOM

4-64. The explosives safety standardsprovide which of the followingtypes of guidance to DODcomponents?

1. Disposal of explosives2. Storage of explosives3. Transportation of explosives4. Avoidance of hazardous

conditions connected withexplosives

4–65. Who conducts the detailed safetyinspection of explosives systems?

1. COMNAVSEASUPPCEN2. COMNAVSAFECEN3. COMNAVAIR4. DCNO

27

4-66. A waiver for an explosive safetyrequirement can be obtained fromwhich of the following personnel?

1. Commanding officer2. Secretary of Defense3. Deputy Chief of Naval

Operations4. Commander, Naval Supply Systems

Command

4-67. What is the most common cause ofmishaps involving explosivedevices?

1. Weather conditions2. Manufacturing defects3. Faulty design4. Personnel error

4-68. Deleted.

4–69. Any requests, suggestions, orcomments about explosives safetystandards should be forwarded inwriting to which of the followingpersonnel?

1. Commander, Naval Supply SystemsCommand

2. Deputy Chief of NavalOperations

3. Secretary of Defense4. Commanding officer

4-70. What flag is hoisted duringordnance handling operations?

1. ALPHA2. BRAVO3. KILO4. PAPA

4-71. Who is authorized to safely removeand dispose of defective orsuspected ammunitions from a workarea?

1. CO2. DCA3. EOD4. DCNO

4–72. As an explosive safety supervisor,you are authorized to alter somesafety regulations to completetasking on time.

1. True2. False

4–73. What is the major safety factor inpreventing an ordnance catastrophe?

1. Explosive safety instructions2. An experienced fire–fighting

team3. A well-experienced and

knowledgeable person in charge4. The availability of more

personnel than what is requiredfor any ordnance operation

4–74. At a minimum. when should youinspect ordnance elevators andhoists?

1. Monthly and after use2. Meekly and before use3. Weekly and after use4. Semiannually

4–75. What publication should you use asa reference when performingmaintenance and testing ofelevators?

1. OPNAVINST 5100.21B2. OPNAVINST 8600.2A3. NSTM, chapter 4004. NSTM, chapter 700

28

ASSIGNMENT 5

Textbook Assignment: “Explosives Safety,” chapter 9, pages 9–6 through 9-12; “TrafficSafety,” chapter 10, pages 10–1 through 10-7; and “Recreation,Athletics, and Home safety,” chapter 11, pages 11-1 through 11–15.

5-1. The wearing of certain articles ofadornment are prohibited duringordnance operations. Exemptions tothat regulation may be made bywhich of the following offices orcenters?

1. Local safety office2. Naval Safety Center3. Naval supply center4. Chaplain’s office

5–2. Who can give written authorizationallowing spark-producing devices inexplosives areas?

1. Supply officer2. Safety officer3. Commanding officer4. Aviation ordnance officer

5-3. When a fire threatens a warehousefull of explosives, which of thefollowing precautions should youtake?

1. Evacuate personnel in the area2. Call for additional fire

fighters3. Remove the explosives from the

warehouse4. Call an explosive ordnance

disposal team

5–4. Which of the following ordnanceevolutions requires a fire watch?

1. Inspection2. Disposal3. Transfer4. Load up

29

5-5. Which of the following precautionsis essential to any fire preventioneffort?

1. Good housekeeping2. A no smoking ordinance3. A properly posted fire bill4. Well–trained fire-fighting team

A. Team member (TM)B. Individual/Team leader (I/TL)C. Quality assurance (QA)D Instructor (IN)E. Safety observer

Figure 5–A.-Qualification Levels.

TO ANSWER QUESTIONS 5-6 THROUGH 5-9,SELECT THE QUALIFICATION LEVEL IN FIGURE5-A THAT MATCHES THE DESCRIPTION USED ASTHE QUESTION. RESPONSES MAY BE USED ONCE,MORE THAN ONCE, OR NOT AT ALL.

5–6. Requires sufficient knowledge todirect the performance of others insafe and reliable operations.

1. A2. B3. C4. E

5–7. Requires a detailed knowledge ofapplicable inspection criteria forthe explosive/device system.

1. A2. C3. D4. E

5–8. This level of qualification doesnot build on any other level ofqualification.

1. B2. C3. D4. E

5-9. Possesses the required skills toinstruct others and provide formaltraining using an approved course.

1. A2. C3. D4. E

5–10. Certification, unless revoked, isvalid for a maximum of how manymonths?

1. 6 months2. 12 months3. 24 months4. 36 months

5-11. The revocation of individual orteam certification is mandatorywhen which of the following actionsresults in a mishap?

1. Flagrant disregard of safetyprecautions

2. Failure to follow authorizedprocedures

3. Operating explosive handlingequipment recklessly

4. Each of the above

5-12. The procedures required forreporting explosives mishaps aremore extensive than those requiredfor other types of mishaps becauseof

1. the existence of a significantpotential for damage or injury

2. the complications caused by anexplosives mishap

3. the submission requirements ofvarious agencies

4. the great difficulty ininvestigating an explosivesmishap

5–13. Which of the following incidents isa reportable explosives mishap?

1. Misuse of equipment resultingin damaged ordnance

2. A chemical release of an agentinto the atmosphere thatcreates a serious potential forexposure

3. A failure to launch weapons4. The unintentional arming of an

explosive component

5-14. Which of the following incidents isa reportable conventional ordnancedeficiency?

1. Accidental discharge of smallarms

2. The unintentional launching ofa weapon

3. The unintentional arming of aweapon

4. Leaking or spilled propellantfuels and oxidizers

5-15. A common carrier transportingexplosive materials has a mishapoutside the naval base. Yourreport of this mishap should bebased on which of the followinginstructions?

1. OPNAVINST 5100.12G2. OPNAVINST 5100.19D3. OPNAVINST 5102.1C4. NAVSEA OP 2165

5-16. What type of mishap accounts forthe majority of accidental deathsof Navy personnel?

1. Divinq2. Afloat3. Aviation4. Motor vehicle

5–17. The highway safety programstandards are contained in whatinstruction?

1. OPNAVINST 5100.12G2. OPNAVINST 5100.19D3. OPNAVINST 5100.21B4. OPNAVINST 5100.23F

30

5–18. The Navy Traffic Safety Program isnot applicable to a person whodrives an off-road motorcycle whileoff–duty.

1. True2. False

5-19. Noncompliance with the Navy TrafficSafety Program can result in whichof the following immediate actionsby the Navy?

1. Revocation of driving license2. Discharge from military service3. Reduced wages and compensation4. Nonpayment of medical bills for

sustained injuries

5–20. You should wear a safety belt whenriding in a motor vehicle in whichof the following locations?

1. Off military bases only2. On military bases only3. Off military bases within the

United States only4. Off base, whether in the United

States or overseas, and on allmilitary bases

5-21. To qualify to drive Navy policevehicles, ambulances, and crash andrescue vehicles, you must take whatsafety course?

1. ATV Safety Institute RiderCourse

2. AAA Driver Improvement Course3. National Highway Traffic Safety

Administration’s EVOC4. Motor Vehicle Emergency Safety

Course

5-22. What is the leading cause of motor–vehicle–related deaths andinjuries?

1. Fatigue2. Alcohol3. Inexperience4. Faulty equipment

5-23. Which of the following precautionsshould you take when jogging onroads and streets?

1. Jog facing traffic2. Jog with the traffic3. Wear dark–colored clothing4. Always use portable headphones

5-24. All naval personnel operatingmopeds, on or off base, arerequired to complete which of thefollowing safety programs?

1. A motor vehicle safety course2. AAA driver improvement course3. National highway traffic safety

course4. A motorcycle safety program

course

5-25. What instruction deals withrecreation, athletics, and homesafety?

1. OPNAVINST 5100.19D2. OPNAVINST 5100.23F3. OPNAVINST 5100.25A4. NAVSAFECEN 5102/30

5-26. The Navy Recreation, Athletics, andHome Safety Program applies towhich of the following groups ofpeople?

1. Military dependents on baseonly

2. Military personnel off dutyonly

3. Military personnel on duty only4. All of the above

5-27. At least how often should militarypersonnel receive training onrecreation, athletics, and homesafety?

1. Annually2. Semiannually3. Daily4. Quarterly

31

5-28. Whether a customer is qualified tooperate hobby shop tools andequipment is determined by which ofthe follouing persons?

1. The public relations officer2. The MWR staff member3. The medical officer4. The safety officer

5–29. You want to paint your truck in theauto hobby shop. The MWR employeeshould provide you with a writtenadvisory about which of thefollowing information?

1. The hazards associated withspray painting

2. The chemical composition of thepaint

3. Medical emergency procedures4. The area clean-up procedure

5–30. Which of the following documentsproves you are qualified to operatea watercraft?

1. A basic boat operation card2. U.S. Coast Guard small boat

safety course completioncertificate

3. A boat license4. A valid driver’s license

5-31. Command training records should bemaintained for a minimum of howmany years?

1. Five2. Two3. Three4. Four

5–32. What instruction governs theinspection of base swimming pools?

1. NMPCINST 1710.6A2. OPNAVINST 5100.19D3. OPNAVINST 5100.23F4. SECNAVINST 5100.10H

5-33. Who is responsible for educatingpersonnel on off-duty hazards andthe importance of PPE in sports?

1. Division officer2. Safety officer3. RAHS Program manager4. MWR officer

5-34. Many athletic injuries can beprevented by which of the followingprotective measures?

1. Conditioning and training2. Choosing the best athletes only3. Controlling the amount of

alcohol use4. Limiting the number of

participants

5-35. In competitive team play. whoshould be aware of the physicaldifferences of the players?

1. The medical representative2. The coach3. The players4. The recreation officer

5-36. Which of the followingresponsibilities do you have as aparticipant in an athletic event?

1. To win at all costs2. To exceed your capabilities3. To protect yourself from injury4. To push yourself to the limit

5–37. Which of the following recreationalactivities is considered the mostdeadly?

1. Racquet sports2. Ice sports3. Water sports4. Football

5–38. Which of the following recreationalmishaps is the leading killer ofNavy people?

1. Drowning2. Accidental discharge of a

firearm during hunting3. Head injuries from boxing4. Head injuries from bicycling

32

5-39. What is your best defense againstdrowning?

1. Learn how to swim2. Beware of cold water3. Use the buddy system4. Avoid swimming in lakes or

rivers

5-40. YOU develop a cramp in your legwhile swimming. Which of thefollowing actions should you take?

1. Tread water and yell for help2. Take a deep breath and float

face up3. Keep affected leg straight and

swim to safety4. Draw your knees toward your

chest and massage your crampedleg while moving it

5-41. Unlike drinking and driving,drinking and swimming is safe.

1. True2. False

5–42. Deleted.

5-43. Deleted.

5-44. What percentage of all boatingmishaps with serious injury involvealcohol?

1. 10 percent2. 20 percent3. 50 percent4. 75 percent

5-45. You rented a boat from MWR. Who,if anyone, on board the boat shouldwear a U.S. Coast Guard approvedPFD?

1. The operator2. All passengers3. Both 1 and 2 above4. No one

5-46. Deleted.

5-47. Deleted.

5–48. Improper loading makes a boatunstable. The best place todistribute the load is in which ofthe following sections of the boat?

1. Aft2. Middle3. Forward4. Half way between middle and aft.

33

5-49. Should your boat capsize, whatwould be the safest action for youto take?

1. Cling to the boat until helparrives

2. Swim to shore3. Swim away from the boat and

float until help arrives4. Find the anchor and hold on to

it

5-50. If someone falls overboard anddrifts some distance from the boat,which of the following safety stepsshould you take?

1. Go into the water after theperson

2. Throw a life preserver or ropetoward the person

3. Call for help while circlingthe boat around the person

4. Maneuver the boat toward theperson and let him or her hangonto the boat

5–51. Safe water skiing requires aminimum of how many people?

1. Five2. Two3. Three4. Four

5-52. When water skiing, you should knowwhat number of audible signals?

1. One2. TWO3. Three4. Four

5-53. Hand signals are used in waterskiing as a means of communicationbetween the skier and driver. Whatis the meaning of a “hand raisedwith fingers spread”?

5-54. You are skiing at more than 25 mphwhen you realize that you are goingto fall. What should you do afterreleasing the towline?

1. Stiffen your body before impact2. Extend your legs and arms

forward and fall backward3. Grab your skis and hold until

impact4. Tuck your head beneath your

arms and roll into a ball

5–55. Which of the follouing places is asafe location for firearms shootingpractice?

1. In your back yard2. In your basement3. Over water4. At the target range

5–56. To protect yourself from severehead injuries while bicycling, youshould wear which of the followingaccessories?

1. A heavy head sweatband2. An ANSI approved helmet3. A plastic hard hat4. A metal hard hat

5-57. Navy personnel experience the mostmishaps from which of the followingwinter sports?

1. Snow skiing2. Sledding3. Snowmobiling4. Ice skating

5–58. What factor is repeatedly cited asa major contributor to mishapsinvolving physical fitness?

1. Age2. Sex3. Overexertion4. Physical conditioning

1. “Stop”2. “I am OK”3. “Cut the motor”4 . “Slow the boat”

34

5-59. During softball or baseball games,which, if any, of the followingprecautions will keep team membersfrom colliding with each other?

1. Use of approved PPE2. Use of breakaway bases3. Use of designated players to

call off teatmates for flyballs

4. None of the above

5-60. All participants of a boxingcompetition must attend aprecompetition meeting or clinicfor which of the followingpurposes?

1. To size up the competition2. To weigh all participants3. To obtain a physical

examination4. To review concepts presented in

the Safety Awareness Manual

5-61. While playing golf, you are caughtin a thunderstorm. Which of thefollowing precautions should youtake?

1. Go to the top of a hill2. Keep close to wire fences3. Try to reach thick timber4. Seek shelter under an isolated

tree

5-62. The requirement to wear proper eyeprotection during a racquetballgame applies only to militarypersonnel.

1. True2. False

5-63. Home fatalities and seriousinjuries were lower in 1992 than1991. To which of the followingfactors can you attribute thissignificant reduction?

5-64. What type of mishap causes mostinjuries in the home?

1. Falls2. Burns3. Shock4. Poisoning

5-65. In the average home, most fallingmishaps occur in what area?

1. Garage2. Bedroom3. Kitchen4. Bathroom

5-66. The majority of ladders forhousehold use have which of thefollowing ratings?

1. Type I, heavy duty2. Type II, light duty3. Type III, light duty4. Type IV, medium duty

5-67. What measurement of voltage killsmore people annually than any othervoltage?

1. 62. 1103. 2204. 440

5-68. Which of the following factorscause most home fires?

1. Defective house wiring2. Defective electrical equipment3. Home cooking4. Children playing with matches

5-69. Your most reliable source of firedetection is your senses.

1. True2. False

1. Training2. Greater safety awareness3. Command emphasis on preventing

off-duty mishaps4. All of the above

35

5-70.

5-71.

5-72.

National Fire-PreventionAssociation Standard 74 recommendsthe installation of one smokedetector in which of the followingareas of a home?

1. Above the door of each room2. Outside each sleeping area3. Above the entry to the basement4. Outside the kitchen area

When a smoke detector is installednear windows and doors, itssensitivity could be affected bywhich of the following elements ofthe environment?

1. Draft2. Light3. Moisture4. Humidity

To prevent hot tap water fromscalding children, you should setthe hot water heater at whatmaximum temperature setting?

1. 120 degrees2. 130 degrees3. 140 degrees4. 150 degrees

36

5-73. What is the most common cause ofaccidental poisoning of children inthe home?

1. Paint2. Alcohol3. Medicines4. Furniture polish

5-74. In general, an injury is reportableif the injured person loses amaximum of how many working days?

1. One2. Five3. Three4. Four