Naval Safety Supervisor

Transcription

1 NAVEDTRA Nava Education and June 1993 Training Manua Training Command 0502-LP (TRAMAN) Nava Safety Supervisor DISTRIBUTION STATEMENT A: Approved for pubic reease; distribution is unimited. Nonfedera government personne wanting a copy of this document must use the purchasing instructions on the inside cover. 0502LP

2 Athough the words he, him, and his are used sparingy in this manua to enhance communication, they are not intended to be gender driven nor to affront or discriminate against anyone reading this text. DISTRIBUTION STATEMENT A: Approved for pubic reease; distribution is unimited. Nonfedera government personne wanting a copy of this document must write to Superintendent of Documents, Government Printing Office, Washington, DC OR Commanding Officer, Nava Pubications and Forms Directorate, Navy Aviation Suppy Office, 5801 Tabor Avenue, Phiadephia, PA , Attention: Cash Saes for price and avaiabiity.

3 NAVAL SAFETY SUPERVISOR NAVEDTRA Edition Prepared by LCDR Charene D. Brassington CWO Denise A. Dentin DSC Efrain C. Espiritu

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5 PREFACE This training manua (TRAMAN) and the accompanying nonresident training course (NRTC) are designed to give basic guidance to personne stationed ashore and afoat who are assigned to safety biets. The accompanying NRTC is designed for individua study and not forma cassroom instruction. This TRAMAN provides information that reates to the duties of the safety officer, safety supervisor, and safety petty officer. The set of assignments in the NRTC provides supporting questions deveoped to emphasize the key points covered in the manua. Chapters 1 through 9 discuss duties reated to safety, and chapters 10 and 11 discuss off-duty mishap prevention. This TRAMAN and NRTC were prepared by the Nava Education and Training Program Management Support Activity, Pensacoa, Forida, for the Chief of Nava Education and Training. Technica assistance was provided by the Nava Safety Center, Norfok, Virginia. This manua repaces NAVEDTRA Edition Stock Ordering No LP Pubished by NAVAL EDUCATION AND TRAINING PROGRAM MANAGEMENT SUPPORT ACTIVITY UNITED STATES GOVERNMENT PRINTING OFFICE WASHINGTON, D.C.: 1993 i

6 THE UNITED STATES NAVY GUARDIAN OF OUR COUNTRY The United States Navy is responsibe for maintaining contro of the sea and is a ready force on watch at home and overseas, capabe of strong action to preserve the peace or of instant offensive action to win in war. It is upon the maintenance of this contro that our country s gorious future depends; the United States Navy exists to make it so. WE SERVE WITH HONOR Tradition, vaor, and victory are the Navy s heritage from the past. To these may be added dedication, discipine, and vigiance as the watchwords of the present and the future. At home or on distant stations as we serve with pride, confident in the respect of our country, our shipmates, and our famiies. Our responsibiities sober us; our adversities strengthen us. Service to God and Country is our specia priviege. We serve with honor. THE FUTURE OF THE NAVY The Navy wi aways empoy new weapons, new techniques, and greater power to protect and defend the United States on the sea, under the sea, and in the air. Now and in the future, contro of the sea gives the United States her greatest advantage for the maintenance of peace and for victory in war. Mobiity, surprise, dispersa, and offensive power are the keynotes of the new Navy. The roots of the Navy ie in a strong beief in the future, in continued dedication to our tasks, and in refection on our heritage from the past. Never have our opportunities and our responsibiities been greater. ii

7 CONTENTS Chapter Page Deveopment of the Navy Safety Program Safety Program Promotion and Attitudes Mishap Causes, Prevention, and Hazard Abatemen Mishap Investigation Fundamentas Navy Occupationa Safety and Heath Program Fundamentas Shore Safety Afoat Safety Nava Aviation Safety Exposives Safety Traffic Safety Recreation, Athetics, and Home Safety APPENDIX I. References AI-1 INDEX INDEX-1 iii

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9 CHAPTER 1 DEVELOPMENT OF THE NAVY SAFETY PROGRAM We designed this training manua to hep acquaint you with the Navy s safety and occupationa heath programs, their setup, management, and supervision. In addition to the Navy Occupationa Safety and Heath (NAVOSH) Program, we wi discuss the Shore Safety Program, the Afoat Safety Program, the Aviation Safety Program, and your duties as a nava safety supervisor. We have provided the appropriate references for specific safety standards throughout this manua and various safety terms and acronyms. You wi aso find information on the foowing program eements: Safety program promotion and attitudes Mishap causes and prevention Mishap investigation and reporting Safety program evauation NAVOSH Program eements Traffic safety Exposives safety Athetic, recreation, and home safety programs In this chapter, we cover the history and deveopment of the Navy Occupationa Safety and Heath Program and its current organization. We aso describe the roe of safety supervisors, their responsibiities, and the criteria for their seection as safety supervisors. HISTORY OF NAVY SAFETY PROGRAM As your empoyer, the Navy is obigated by aw to provide you with a safe and heathy work environment. Shipboard ife, shipyard industria activities, and aviation maintenance areas, especiay, are inherenty dangerous. We must keep our crewmembers, as we as civiian workers, heathy and ready to perform their missions. The Navy has conducted safety and occupationa heath programs for many years. Historicay, genera and off-duty safety has been an eement of the overa Navy safety program managed by Navy ine functions. The Bureau of Medicine and Surgery (BUMED) conducts the occupationa heath program eement. The foowing is a brief isting of the miestones in the Navy s safety program: 1917 Safety engineers were assigned to each nava shipyard Safety programs for civiian empoyees were introduced at a nava activities Enisted personne on shore duty were incuded in safety programs The Navy Department Safety Counci was organized under the Director of Safety of the Office of Industria Reations (OIR). Its origina mission was to coordinate safety procedures and to provide communications between the bureau safety engineers and the technica staff of the OIR safety branch. In 1967, the counci s mission was expanded to incude the deveopment and maintenance of the U.S. Navy Safety Precautions Manua, OPNAV 34P The transition from propeer to jet aircraft heped the Secretary of the Navy (SECNAV) to estabish the Nava Aviation Safety Counci. In 1955 the name was changed to the Nava Aviation Safety Center The Navy was shaken by the sudden oss of the USS Thresher (SSN-593), in which 129 saiors were ost. The Navy convened a court of inquiry to examine the circumstances eading up to and surrounding the incident. The court s findings resuted in the creation of the Submarine Safety Program (SUBSAFE). 1-1

10 1963-Cont. Its purpose was to impose high standards of quaity contro on submarine construction and operations. In 1964 the Chief of Nava Operations (CNO) estabished the Submarine Safety Center at the submarine base in New London, Connecticut, to examine and coordinate a matters of submarine safety SECNAV tasked CNO with reviewing the entire Navy Safety Program after a series of fires, coisions, and other mishaps invoving surface ships resuted in more than 200 deaths and $100 miion in damages. On 3 May 1968, as a resut of the CNO s findings, SECNAV estabished the Nava Safety Center The Occupationa Safety and Heath Act (OSHA) of 1970 became aw The Commander, Nava Safety Center, was designated as the CNO s Safety Coordinator (N09F), reporting directy to the Vice Chief of Nava Operations. This designation made the Nava Safety Center s mission more specific and a-encompassing The first Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C, was impemented. Safety programs gained specia prominence after passage of the Occupationa Safety and Heath Act on 31 December The primary thrust of the act was directed at the private-sector empoyer. However, section 19 of the act and severa ater Executive orders directed federa agencies to set up and maintain comprehensive and effective occupationa safety and heath programs. On 26 Juy 1971, Executive Order (EO) 11612, the Occupationa Safety and Heath Programs for Federa Empoyees, was signed. This EO stated that the federa government, as the nation s argest empoyer, has a specia obigation to set an exampe for safe and heathfu empoyment. In that regard, the head of each federa department and agency was directed to estabish an occupationa safety and heath program. Over the next 3 years, federa agencies made ony moderate progress. Congress received considerabe criticism for a perceived doube standard in occupationa safety and heath requirements between the private sector and federa agencies. As a resut, EO repaced EO in This new order more ceary defined the scope, requirements, and responsibiities of federa agency programs. In addition, EO tasked the Secretary of Labor to issue guideines designed to hep federa agencies in estabishing their programs. These guideines were issued on 9 October 1974 as Tite 29, Code of Federa Reguations, Part 1960 (29 CFR 1960), Safety and Heath Provisions for Federa Empoyees. Some critics were sti not satisfied by the actions described above. Severa federa agencies questioned the reguatory authority of the Department of the Labor guideines (29 CFR 1960). On 26 February 1980, EO 12196, Occupationa Safety and Heath programs for Federa Empoyees, superseded EO In addition, the Department of Labor guideines (29 CFR 1960) were revised on 21 October They were reissued as Basic Program Eements for Federa Empoyee Occupationa Safety and Heath Programs. During the past 10 years, the Department of Defense (DOD) has issued many directives and instructions to carry out the federa guidance outined in the above paragraphs. Prominent among those directives and instructions is the Safety and Occupationa Heath Poicy for the Department of Defense, DOD Directive This directive outines genera DOD poicy and procedures for carrying out the Occupationa Safety and Heath Act and its associated Executive order. Another prominent instruction is DOD Instruction , Department of Defense Occupationa Safety and Heath Program. This instruction provides the guidance needed to carry out the basic occupationa safety and heath program eements specified in 29 CFR. It aso provides for variances in equipment standards that are unique to the miitary. DOD Directive designates the Assistant Secretary of the Navy (Instaations and Environment) as the safety and occupationa heath officia for the Department of the Navy. He or she estabishes, maintains, and modifies safety and occupationa heath programs. These programs carry out the requirements of DOD poicy issuances and provide protection for both civiian empoyees and miitary personne. 1-2

11 SECNAVINST G, Department of the Navy Poicy for Safety, Mishap Prevention and Occupationa Heath Programs, deegates the authority for the operationa aspects of the NAVOSH Program to the Chief of Nava Operations (CNO). The CNO s responsibiity incudes issuing directives to enact program poicies and defining specific safety standards and criteria. (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B. Afoat Safety Program, OPNAVINST B, directs forces afoat to use OPNAVINST B for specific safety standards. OPNAVINST Q, The Nava Aviation Safety Program, is the reference for safety within the aviation community. These instructions are discussed in ater chapters. SAFETY POLICY SAFETY IN TODAY S MODERN NAVY The Navy s poicy is to enhance operationa readiness and mission accompishment by estabishing an aggressive occupationa safety and heath program. This program reduces occupationa injuries, inesses or deaths, and materia oss or damage. It aso maintains safe and heathy working conditions for personne. The program addresses the eimination or contro of hazards that can resut in injury or death. The occupationa heath aspects concern the effects of ong-term exposures to toxic chemicas and harmfu physica agents (for exampe, noise, heat, and radiation). The occupationa heath aspects invove the monitoring and treatment of work-reated injuries and inesses as we. Each safety program, whether it concerns safety afoat, ashore, or in aviation, uses the chain of command to carry out the program. Safety programs appy to a miitary and civiian personne (incuding off-duty miitary personne). In addition to personne, the program aso appies to materia afoat and ashore, on and off nava instaations. The program requires Navy dependents and a other civiian personne whie embarked in nava ships or aircraft or whie on nava shore instaations to foow program directives. The CNO is responsibe for impementing the safety and occupationa heath programs. The argest of these programs is the NAVOSH Program. The NAVOSH Program addresses the maintenance of safe and heathfu conditions in the workpace or the occupationa environment. It appies to a Navy civiian and miitary personne and operations ashore or afoat. OPNAVINST C, Navy Occupationa Safety and Heath (NAVOSH) Program Manua, is the basic NAVOSH document used to carry out the program. It refers to both afoat and shore commands. However, many unique and specific situations are associated with forces afoat as we as the aviation community. For that reason, the NAVOSH information for forces afoat was separated into the Navy Occupationa Safety and Heath The objective of the safety program is to enhance operationa readiness by reducing the number of deaths and injuries to personne and osses and damage to materia from accidenta cause. OPNAVINST C, Standard Organization and Reguations of the U.S. Navy Before we go any further, et us define some terms you wi see throughout this chapter and book. We define safety as freedom from danger, risk, or injury. An unpanned event or a series of events that resuts in injury, death, or materia damage is a mishap. A hazard is an unsafe or a dangerous condition that may exist before a mishap occurs. We measure a hazard according to its severity and probabiity of creating a mishap. The overa objective of the NAVOSH Program is mishap prevention. If a mishap occurs, we provide for investigation of that mishap to prevent recurrence. Mishap prevention invoves identifying a hazard; evauating the hazard; and correcting, controing, or eiminating that hazard. Training is a critica eement of mishap prevention. Safety supervisors pay a critica roe in mishap prevention and hazard awareness and identification. Most mishaps are preventabe. However, through ignorance or misunderstanding, many peope have the common beief that mishaps are the inevitabe resut of unchangeabe circumstances or fate. That beief is untrue because it fais to consider the basic aw of cause and effect to which mishaps are subject. Thus, mishaps do not occur without a cause. Few mishaps are the resut of materia faiure or mafunction; most mishaps are the direct resut of some deviation from prescribed safe 1-3

12 Figure 1-1. Human error mishap statistics. 1-4

13 Figure 1-1. Human error mishap statistics Continued. operating procedures. Human error is cited as the most frequent cause of Navy mishaps (fig. 1-1). How do we keep personne and working conditions as safe as possibe? We incude safety rues in our everyday workpace. One purpose of safety rues is to remind peope of the inherent dangers of their work. Your job as a safety supervisor wi require you to identify hazards and appy appropriate or required safety rues. Training personne to observe safety precautions heps them avoid preventabe mishaps, maintain a safe work environment, and conduct mishap-free operations. Operating procedures and work methods that incude mishap prevention keep personne from being needessy exposed to injury or occupationa heath hazards. An effective safety program depends on worker cooperation and supervisor invovement. THE NAVAL SAFETY CENTER The Navy recognized the need for centraized management of a safety efforts many years ago. A singe command to dea with a Navy safety ashore and afoat evoved from the origina Nava Aviation Safety Center. With the passage of the Occupationa Safety and Heath Act (OSHA) in 1970, increased emphasis on shore and shipboard safety demanded expansion and increased awareness. Commander, Nava Safety Center (COMNAV- SAFECEN), advises and assists the CNO in promoting, monitoring, and evauating the Department of the Navy safety program. The commander advises and assists the CNO in determining safety program goas and poicies. COMNAVSAFECEN aso has the responsibiity of 1-5

14 Figure 1-2. Nava Safety Center buiding deveoping procedura guides and preparing directives to support and achieve program goas and poicies. RESPONSIBILITIES OF THE NAVAL SAFETY CENTER The Nava Safety Center (fig. 1-2), ocated in Norfok, Virginia, provides staff support to the CNO in executing the Navy safety program. The Safety Center aso provides staff support to the Deputy Chief of Nava Operations (Logistics), N4. The staff support heps N4 carry out its overa Navy safety and occupationa heath coordination responsibiities. The Safety Center supports the Nava Inspector Genera and the President of the Board of Inspection and Survey. As directed, the Nava Safety Center assists N4 in preparing and maintaining basic safety program manuas. The Safety Center does not issue Navywide safety directives. However, when requested, the staff heps the appropriate offices, commands, or agencies prepare genera or specific safety-reated operating instructions. It aso conducts safety surveys of the nava operating forces and shore commands as requested by the CNO. 1. Other functions performed by the Nava Safety Center incude: 2. Maintaining iaison with nava command bureaus, and offices to ensure knowedge of factors adversey affecting safety and to recommend remedia action 3. Maintaining iaison with other government agencies and private organizations engaged in hazard awareness 4. Maintaining a ibrary of research, technica deveopment, and surviva information 5. Maintaining and evauating mishap, occupationa iness, and hazard reports; and pubishing statistica data on mishaps 6. Providing mishap statistica research services and conducting specia anaytica studies on nava mishap data 7. Identifying human factors, inadequate maintenance techniques, deficiencies in design, insufficiency of technica pubications, and shortage of repair parts and equipage 8. Deveoping and reviewing procedures and standards for conducting mishap investigations; assisting in investigations of significant mishaps invoving nava aircraft, ships, and submarines; taking part, as requested, in 1-6

15 significant, nonaircraft mishap investigations occurring ashore Representing or sponsoring conferences, symposia, seminars, and work and study groups to further the Department of the Navy mishap prevention programs Promoting interest in mishap prevention through hazard awareness Taking part in a aspects of Navy safety education and training Providing, when directed, membership on review boards and advisory councis such as the Nava Aviation Training and Operations (NATOPS) Advisory Counci and the CNO Ammunition and Hazardous Materias Review Board (AMHAZ) Deveoping and providing a Motor Vehice Mishap Prevention Program directed to Navy personne on and off duty and a on-duty civiian personne who use government or privatey owned vehices; deveoping traffic safety training courses Managing the Individua Fight Activity Reporting System (IFARS) and maintaining fight time data for a aeronauticay designated nava officers Deveoping and administering safety award programs and recommending fina seection of winning units Reviewing and evauating seected system safety engineering requirements on new systems or major systems changes Maintaining a recognized data repository covering each dive made by U.S. Navy divers and providing information based upon anaysis of this data; conducting divers safety surveys and inspections, and pubishing information concerning diving safety to forces afoat Making appropriate and timey recommendations to the Chief of Nava Operations, Commandant of the Marine Corps, or other subordinate commands on remedia actions required in the interest of readiness through safety Uness otherwise directed, the Safety Center s responsibiities do not incude safety reated to nucear propusion and nucear weapons. The Nava Safety Center receives and anayzes a mishap and injury reports submitted by aviation, ship, submarine, and shore commands. The staff indexes this information by phase of operation, materia faiure, personne action, or cause factors. It then incorporates the information into the mechanized data bank, through which it can retrieve the mishap and injury records of any specific incident. In that way, the Nava Safety Center can monitor mishap trends and pinpoint areas requiring corrective action. Additionay, the Nava Safety Center maintains operationa or exposure data such as the Individua Fight Activity Report and the Diving Log. It uses data from those documents with mishap data to determine the significance of factors invoved in mishaps. The Nava Safety Center conducts safety surveys upon the request of a unit s commanding officer. The purpose of each survey is to identify and anayze hazards and potentia mishap situations to determine preventive action. The Nava Safety Center provides a team of officers and chief petty officers to conduct surveys. These personne are experts in their fieds, and most have been associated with mishap prevention for severa years. The survey is informa. Ony the commanding officer of the unit invoved, and not superiors in the unit s chain of command, receives the survey resuts. The Nava Safety Center enters the resuts into its data base to hep anayze and predict potentia mishap areas. It aso conducts safety surveys of high risk courses at training commands. The Nava Safety Center aso guides the incorporation of mishap prevention essons earned with new construction and conversion for shipboard improvement and system safety. The center uses the safety recommendation (SAFEREC) system, ship safety information data base, and mishap and injury reports. In addition, it uses casuaty reports (CASREPs) and maintenance data system (MDS) reports submitted according to the 3-M system. The center uses these data to recommend improvements in shipboard and system safety. SAFETY PERIODICALS PUBLISHED BY THE NAVAL SAFETY CENTER The Nava Safety Center advises and informs the operating forces, shore commands, and other 1-7

16 Figure 1-3. Nava Safety Center pubications. 1-8

17 commanders on mishap prevention through the foowing periodicas (fig. 1-3): Approach, the Nava Aviation Safety Review, is pubished monthy for the professiona benefit of a eves of nava aviation. It contains artices, commentaries, and short features about mishap prevention as we as artices about fight operations. Fathom, the Afoat Safety Review, is pubished every other month for the professiona benefit of a hands. It presents the most accurate information avaiabe on surface ship and submarine mishap prevention. Mech, the Nava Aviation Maintenance Safety Review, is pubished bimonthy for the nava aviation maintenance community. Safetyine, the Nava Safety Journa, presents information avaiabe on various shore safety subjects. These subjects incude environmenta and occupationa safety, hazardous materia, recreation, athetics, home safety, motor vehice safety, ordnance safety, and occupationa heath. Safetyine is pubished six times a year. Ships Safety Buetin contains artices on shipboard safety probems, trends, mishap briefs, and statistics. Athough it is pubished monthy, it is occasionay pubished as a specia issue on one topic. FLASH contains factua ines about submarine hazards. It is a monthy, mishap-prevention buetin that provides a summary of research from seected reports of submarine hazards. It gives advance coverage of safety-reated information. Aviation Safety Bi-Weeky Summary of aircraft mishaps provides aviation mishap briefs, statistics, discussions, and safety tips. The Nava Safety Center sends this message summary every other week. Diving Safety Lines is a mishap-prevention pubication that provides a quartery summary of research from seected reports of diving hazards. The Nava Safety Center aso sends out a biweeky message summary of mishaps. This summary can be pubished in the Pan of the Day, issued as genera information, or used as training materia. OTHER PUBLICATIONS PUBLISHED BY THE NAVAL SAFETY CENTER In addition to the periodicas isted above, the Nava Safety Center aso pubishes the foowing materias: Posters concerning the drive-safe program and genera, aviation, submarine, and surface ship safety Stickers informing peope of foreign object damage (FOD), tower signas, and other topics Safety inspection checkists Nava Safety Center advisories Summaries of mishaps Safety program management guides Safety equipment shopping guides Mishap investigation handbooks Additionay, higher authority distributes information to the operating forces through other pubications and periodicas. SAFETY CHAIN OF COMMAND The Chief of Nava Operations (Environmenta Protection, Safety, and Occupationa Heath Division), N45, sets poicy and estabishes safety standards for the NAVOSH Program. N45 carries out the poicies of the NAVOSH Program Manua, OPNAVINST C, and NAVOSH Program Manua for Forces Afoat, OPNAVINST B. N45 maintains cose iaison with other agencies within the Office of the Chief of Nava Operations (OPNAV) to provide safety and occupationa heath standards for surface ships, submarines, and aviation commands. OPNAVINST C specifies the proper chain of command and responsibiities for the NAVOSH program. Ashore and afoat, a activities, commands, commanders, commanding officers, and officers in charge must carry out an effective safety and occupationa heath program. Administrative responsibiity for safety extends from SECNAV to CNO to Commander in Chief, Atantic Feet (CINCLANTFLT) and Commander in Chief, Pacific Feet (CINCPACFLT) for shore and afoat commands. The CNO provides primary support for the NAVOSH Program. The various systems commands, the Nava Safety Center, Chief of Nava Education and Training, and the Navy s Inspector Genera provide specified support. Type commanders and afoat group and squadron commanders ensure their subordinate units carry out an effective safety and occupationa heath program. 1-9

18 Figure 1-4. Typica afoat safety organization. RESPONSIBILITIES FOR THE LOCAL SAFETY PROGRAM The chain of command manages the oca safety program, since that is a command responsibiity. Each command eve and supervisory eve has responsibiities for supervising both routine and speciaized tasks. The commander, commanding officer, or officer in charge has utimate responsibiity for safety matters within his or her unit. He or she appoints a safety officer or safety manager to hep carry out day-to-day safety-reated activities. The duty of the safety officer or safety manager is to make sure a personne understand and stricty enforce a prescribed safety precautions. Afoat, the safety organization extends from the commanding officer down to the most junior saior. Each department and division on board ship has safety program responsibiities. Ashore, athough bases and tenant commands are staffed with miitary or civiian safety professionas, the safety organization incudes every worker. AFLOAT SAFETY ORGANIZATION U.S. Navy Reguations charges commanding officers with absoute responsibiity for the safety, we-being, and efficiency of their commands. The surface ship or submarine safety officer reports directy to the commanding officer on safety matters. The safety officer reports to the executive officer about administrative matters. The safety officer assignment may be a primary or coatera duty, depending on the type of ship and its size. The commanding officer assigns a coatera duty safety officer on a submarines and surface ships with a crew of ess than 500 personne. A aircraft carriers; amphibious assaut ships genera purpose (LHA), mutipurpose (LHD), and heicopter (LPH); and fast combat support ships (AOEs) assign a ine officer as the primary duty safety officer. Repair ships (ARs), destroyer tenders (ADs), and submarine tenders (AS) assign an industria hygiene officer as the primary duty safety officer. Aircraft carriers both mutipurpose (CVs) and nucear propusion (CVNs) assign an industria hygiene officer as the assistant safety officer. Readiness groups and squadrons serve in a primary duty biet as the staff safety officer. 1-10

19 Whether a safety officer assignment is a primary or coatera duty, it shoud not be taken ighty. The assigned safety officer shoud be of department-head status and have the seniority to get the job done. Safety petty officers assigned to assist the safety officer must be E-5 or above. Figure 1-4 shows a typica afoat safety organization. The safety officer, guided by the commanding officer, formuates and manages a safety program. The guideines stated in OPNAVINST B and OPNAVINST B are the basis for the program. The safety officer checks the crew s activities and provides the coordination for keeping the program viabe and visibe to a hands. The chain of command, which incudes department and division safety officers, division safety petty officers, the master-at-arms (MAA) force, and the medica department, monitors the safety program. It informs the commanding officer of the command s progress in reaching mishap prevention goas and of the safety program s effectiveness. For exampe, under the guidance of the safety officer, safety organization personne accompish the foowing: o Monitor mishap prevention standards by investigating a mishaps and near mishaps Evauate the effectiveness of the safety program by anayzing interna and externa reports incuding CASREPSs; binnace ists; safety reated messages; mishap and near mishap investigations; and various surveys, inspections, and zone inspections Coordinate distribution of safety information incuding essons earned from officia and nonofficia sources Coordinate shipboard training in genera mishap prevention, especiay for newy reported personne Ensure commands prepare and submit occupationa injury and iness reports to NAVSAFECEN based on OPNAVINST B Perform trend anaysis of injury and iness data Foow-up on reports of unsafe and unheathfu conditions as specified in OPNAVINST B Track corrective action on safety and heath items Maintain iaison with other commands and NAVSAFECEN in matters of mishap prevention Coordinate traffic and motor vehice safety training Coordinate recreationa and off-duty safety training The commanding officer ensures personne are instructed and dried in appicabe safety precautions and requires the posting of adequate warning signs in dangerous areas. He or she then estabishes a force to see that the precautions are being observed. The Safety Officer The safety officer is assigned administrativey to the executive officer. However, the safety officer has direct access to the commanding officer in matters of safety. Normay, the safety officer has department-head status and seniority and is responsibe for carrying out a comprehensive safety program. Objectives estabished by the commanding officer serve as the basis for this program. OPNAVINST B and OPNAVINST B outine the duties and responsibiities of the safety officer. The safety officer s responsibiities incude the foowing: Acting as the principa advisor to the commanding officer on shipboard safety matters Promoting maximum cooperation in safety matters at a eves Ensuring wide distribution of safety information Monitoring the submission of required safety reports to ensure accuracy and timeiness Maintaining appropriate safety records and statistics Ensuring the program is evauated and monitored Participating in mishap investigations and protecting mishap site evidence for mishap investigation boards Serving as the senior member of the Enisted Safety Committee Serving as recorder for the Safety Counci The safety officer works with a department heads and division safety officers and petty officers in carrying out the safety program in their areas. 1-11

20 Department Heads The department head is the designated department safety officer. He or she coordinates the department safety program with the command safety officer. The department safety officer acts as a point of contact for coordinating and evauating the ship s safety program. Further, the department safety officer ensures the correction of a hazardous conditions reveaed by safety hazard reports. He or she maintains records of mishaps, safety hazards, and safety training within the department and maintains direct iaison with the unit safety officer. The department head is aso a member of the Safety Counci. Division Officers Each division officer is assigned as the division safety officer. He or she advises the department safety officer on the status of the safety program within the division. That incudes the status of any safety-reated item reveaed through the 3-M Systems. An exampe woud be noncompiance with or a deficiency in the panned maintenance system (PMS). He or she aso advises the department safety officer of any safety training needs within the division and ensures that assigned personne are propery trained for their biet. The division officer appoints an E-5 or above to serve as the division safety petty officer. Division Safety Petty Officers The division safety petty officer must become thoroughy famiiar with a safety directives and precautions that appy to his or her division. He or she conducts assigned division mishap prevention training and maintains appropriate records. The division safety petty officer assists in safety investigations as directed and makes recommendations about the safety program. Further, the safety petty officer heps the division officer execute safety duties. He or she acts as the technica advisor on matters of mishap prevention within the division. The division safety petty officer is the division s representative to the Enisted Safety Committee. Submarines are not required to assign division safety petty officers. A shipboard safety petty officers must compete the division safety petty officer s Watchstation section of the Personne Quaification Standard (PQS) Safety Programs Afoat, NAVEDTRA A, within 6 months of assignment. At east 50 percent of the ship s safety petty officers must aso attend the Safety Program Afoat course, J Medica Department Representative The medica department representative provides direct support to the ship s NAVOSH Program. He or she provides or schedues medica surveiance services, such as hearing tests; arranges for outside industria hygiene assistance; and maintains occupationa heath records. The medica department representative provides the safety officer with injury reports. The Master-at-Arms/Safety Force Master-at-arms (MAA) force personne serve as the ship s safety force, assisting the safety officer in program enforcement and hazard identification. During their routine inspections, MAA personne identify and report routine hazards and carry out a system of interna reporting to focus attention on the safety program. Safety Counci The ship s Safety Counci convenes quartery to deveop recommendations for poicy in safety matters and to anayze progress of the overa safety program. The counci consists of the commanding officer or executive officer (chairperson), the unit safety officer (recorder), and safety representatives from each department. The safety officer may prepare an agenda for the chairperson s issuance before each meeting. This information shoud show the extent of any probems and suggested approaches to resoving the probems. The counci reviews reports from the medica department representative and statistics compied by the safety officer. In addition, it reviews inspection reports and safety-reated directives and messages from higher authority. The safety counci aso performs the foowing duties: Reviews statistics compied by the safety officer from mishap/near mishap reports, inspection reports, and other information Directs action to be taken to correct identified unsafe or unheathfu conditions Evauates the ship s NAVOSH Program Reviews issues and recommendations submitted by the Enisted Safety Committee The safety officer keeps records of the Safety Counci meetings and issues the minutes. 1-12

21 Enisted Safety Committee The Enisted Safety Committee makes recommendations about the command s safety program to the Safety Counci. The safety committee convenes to exchange information; improve communications; review conditions, mishaps, and injuries; and suggest improvements. It makes written safety recommendations to the Safety Counci and the commanding officer. These meetings convene at east quartery to enhance interdepartmenta communication in mishap prevention at division and work center eves. Committee membership is as foows:. Command safety officer (senior member). Division safety petty officers Chief master-at-arms On sma ships, with ess than 300 crewmembers, the Enisted Safety Committee may be incorporated into the Safety Counci. Since submarines are not required to appoint safety petty officers, they are not required to have an Enisted Safety Committee. Individua Crewmembers Safety program success depends on a-hands cooperation and support. The best safety program cannot prevent mishaps if the crew does not compy with safety precautions. A hands must foow posted safety precautions, compy with safety standards, and report unsafe or unheathfu conditions. They must report injuries and materia damage immediatey to their supervisor. Safety Department Organization Ships with a primary duty safety officer wi have a safety department. This department, headed by the safety officer, may have an assistant safety officer and other safety assistants assigned. Aircraft carriers have an aviation safety officer, usuay a Commander, assigned as department head and an industria hygiene officer assigned as the assistant safety officer. A carrier may have 5 to 10 additiona safety assistants assigned, depending on its size and requirements. Large air-capabe surface ships (LHDs, LHAs, and amphibious transport docks [LPDs]) normay have a ieutenant or ieutenant commander assigned as the aviation safety officer, with one to three assistants. Tenders have an industria hygiene officer assigned as the safety officer, with one to five safety assistants. Safety department manning varies between ships. During some specia events, such as overhaus or depoyment, the ship may assign additiona personne to the safety department. SHORE ACTIVITY SAFETY ORGANIZATION The goa of any safety program is to enhance operationa readiness. We enhance this readiness by reducing the frequency and severity of on- and off-duty mishaps to personne. In addition, we must reduce the cost of materia and property damage attributed to mishap causes. How do we do that? We must instruct each person in the command on genera safety precautions. These precautions incude mishap prevention and instructions on specia hazards found in the daiy work environment. We must aso ensure continuing action and command interest in mishap prevention. Finay, we must evauate the effectiveness of the program. Echeon-Two Commands Within echeon-two commands, such as BUMED, Nava Sea Systems Command (NAVSEA), and Nava Air Systems Command (NAVAIR), authority and responsibiity for performing the staff NAVOSH functions are under a separate Occupationa Safety and Heath (OSH) office. A civiian safety professiona heads the OSH office and reports directy to the commander of the systems command. The civiian safety professiona s duties are simiar to those of the afoat safety officer in providing safety information and evauations for the staff. The OSH office may aso serve as technica advisor to the CNO on NAVOSH-reated matters. Shore Activity OSH Offices Each shore activity must estabish and staff an OSH office. The OSH manager is paced on the immediate staff of the commander, commanding officer, or director or officer in charge. The minimum requirements for a OSH offices incude the foowing: o 0 0 OSH Program management OSH reviews and inspections Deficiency abatement Consutation Investigation and reporting of mishaps 1-13

22 Empoyee hazard reports Anaysis of OSH Program effectiveness Attendance and conduction of OSH counci and committee meetings OSH training, promotion, and education Impementation of NAVOSH Program requirements, depending on industria activity at the shore command Civiian staffing is based on the number of empoyees at the shore activity and tenant commands and on the extent of industria activity. OPNAVINST C discusses this staffing. This instruction aso addresses occupationa heath medica staffing and industria hygiene support. If a number of sma bases are ocated in the same area, the OSH office may be consoidated and advise smaer commands through a services agreement. Miitary commands at a shore activity may have a coatera duty safety officer assigned. This safety officer reports directy to the commander, commanding officer, or officer in charge for safety matters. Staffs, such as type commanders and support activities, may have both a miitary and civiian assigned as safety officer and OSH manager. If you are the coatera duty safety officer for your shore command, you may be deaing with the consoidated or base OSH office on a reguar basis. You may consut the OSH manager or civiian staff of safety professionas concerning the program at your faciity. Aviation squadrons ashore have a miitary coatera or primary duty aviation safety officer assigned. That safety officer is assisted by aviation safety petty officers assigned to each division within the squadron. This safety organization remains in effect when the squadron depoys aboard ship or to remote shore stations. The base or nava air station OSH office maybe invoved in the safety program as it pertains to the squadron s hangers and faciities. Shore OSH Councis and Committees OSH councis and committees serve as sounding boards for mutipe viewpoints and interests of various groups and individuas on matters reating to the NAVOSH Program. The OSH councis and committees have three basic functions:. To create and maintain an active interest in occupationa safety and heath To serve as a means of communication regarding occupationa safety and heath To provide program assistance to commanding officers, incuding proposing poicy and program objectives The Federa Advisory Counci on Occupationa Safety and Heath (FACOSH) acts in an advisory capacity to the Secretary of Labor. The counci consists of 15 members appointed by the Secretary and incudes representatives of federa agencies and of abor organizations representing empoyees. Fied FACOSHs exist in many metropoitan areas; oca Navy officias serve on this counci. There is aso a Department of Defense (DOD) Safety and Occupationa Heath Poicy Counci and a CNO Safety and Occupationa Heath Working Group (SOHWG). OSH councis, composed of both civiian and miitary members, may be estabished at major command headquarters. At the activity eve, Navy commands estabish OSH councis, which meet at east quartery. The commanding officer or executive officer chairs these councis. Members are appointed by oca directive and incude key safety professionas, miitary and civiian. OSH office representatives from each command, miitary coatera duty safety officers, aviation safety officers, and civiian empoyee representatives may be incuded in the membership. Shore activities shoud aso organize additiona OSH committees at the supervisory or shop eve. Provisions are made for their input to the OSH counci. As a safety supervisor, you maybe invoved in the OSH committee or the OSH counci, depending on the size and function of the shore activity sponsoring the OSH counci. AVIATION SAFETY PROGRAM ORGANIZATION We wi now discuss the various responsibiities for the command aviation safety program. Commanding Officer The commanding officer of an activity appoints an aviation safety officer as specified in the Standard Organization and Reguations of the U.S. Navy, OPNAVINST C. This instruction ists the responsibiities of the command and dictates how the commanding officer shoud estabish the program within the command. 1-14

23 Aviation Safety Officer The aviation safety officer (ASO) acts as principa advisor to the commanding officer on a aviation safety matters. He or she advises and aids the commanding officer in setting up and managing a command aviation safety program. The ASO is responsibe for providing safety education throughout the command. He or she aso ensures the incorporation of safety standards and procedures into a activity functions. The ASO coordinates safety matters among the organization staff. He or she maintains appropriate aviation safety records and mishap statistics. The ASO must be a primary biet assignment. The aviation safety officer works with Quaity Assurance/Anaysis (QA/A) division personne to deveop a oca maintenance instruction (MI) or command type of instruction. The ASO and QA/A division personne investigate most mishaps/incidents and hazards in their activity. A description of the command safety organization and tasks or functions of each member of the command safety organization must be issued. The fight surgeon or wing fight surgeon serving the command is responsibe for the aeromedica aspects of the command safety program. Aviation Safety Counci If the command is a squadron, an air station, or arger, the command must form an aviation safety counci. The counci sets goas, manages assets, and reviews safety-reated recommendations. The counci keeps records of the meetings hed. Members of the counci review command pans, poicies, procedures, conditions, and instructions to make sure they are current and correct. The counci aso responds to corrective recommendations. Standing members of the counci incude ground, aviation, and aeromedica (fight surgeon) safety officers. Enisted Aviation Safety Committee Representatives from each work center and other designated activities, such as the Medica Department and Aircraft Intermediate Maintenance Department (AIMD), form the Enisted Aviation Safety Committee. The committee meets once a month to discuss safety deficiencies and to provide recommendations for improved safety practices and promotion of safety awareness. The committee keeps a record of attendance and of subjects discussed at the meetings. The commanding officer makes a timey response in writing to a recommendations of the committee. SAFETY TRAINING Training is a vita part of every effective safety program. The goa is to promote hazard awareness and to integrate safety into a unit training. An important task supervisors have is educating personne within a division. Proper safety training wi hep a hands become effective safety monitors. Remember, one person cannot ensure safe working habits and conditions. You need an a-hands effort to achieve mishap-free working conditions. The command s training program, and each departmenta training program, shoud incude a systematic approach to promote mishap prevention, both in unit and off-duty activities. Make effective use of educationa materias from outside sources. These materias incude Navy training fims, safety notes, and various pubications issued by the Nava Safety Center. Use these resources as aids in training. Dispay as many of these resources as appicabe in division workspaces. That wi increase personne interest in safety. Training in some OSH topics is mandatory, either as an indoctrination or periodicay. OPNAVINST C outines the NAVOSH training requirements for shore activities. OPNAVINST B defines indoctrination and annua NAVOSH training requirements for a ship s force. The NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, provides onboard training materias as we as ists of training aids and forma safety courses for most required training. The safety officer or safety manager ensures safety training is conducted. Frequenty, the safety supervisor, work center supervisor, or safety petty officer conducts on-the-job or genera miitary training (GMT). If these safety professionas do not actuay conduct the safety training, they shoud at east monitor it for effectiveness. A miitary and civiian workers must be introduced to the NAVOSH Program during indoctrination. Workers are made aware of the specific hazards in their work areas and genera safety precautions. Additiona training may be required for specia evoutions such as the foowing: 1. Preparation for shipyard overhau 2. Getting under way after a ong in-port period 3. Seasona weather changes or unusua weather 4. Unusua missions or operations 1-15

24 5. Increased industria activity 6. After a serious mishap TYPES OF SAFETY TRAINING Safety training is accompished through on-the-job training, genera miitary training, indoctrination training, forma safety courses, safety standdowns, and safety surveys. The command training officer schedues required safety training, such as GMT and indoctrination. This training then becomes part of the command training pan. Safety professionas and safety supervisors must attend forma safety courses as part of their assignment. Safety standdowns consist of periods, usuay of 1 or 2 days, of intensive safety training and awareness. On-the-Job Training Training, cross-training, and quaifying for specific skis require the use of proper safety precautions. Safety precautions are a part of a standard operating procedures (SOP). By monitoring safety precautions during routine work situations, you can detect unsafe practices. Once detected, you can take immediate action by providing training to correct those practices. Monitoring of on-the-job safety practices serves as an evauation of the training provided by supervisory personne. It checks the effectiveness of training in a aspects of everyday ife aboard your command. Those aspects incude the panned maintenance system (PMS), weapons systems operations, damage contro, fire fighting, and genera housekeeping. Mishap trends aso hep target needed mishap prevention training. Genera Miitary Training Routine, shipboard genera miitary training (GMT) must incude safety topics. Aboard ship, the Panning Board for Training meets periodicay to schedue training and ship s evoutions. The safety officer must ensure safety topics, especiay the topic of required annua safety training, are incuded in the command training pan. Genera miitary training (GMT) can be accompished through video tapes, stand-up ectures, dris, or a combination of methods. Training shoud be monitored and documented. Ashore, miitary personne shoud aso receive safety topic training as part of their reguary schedued GMT. Indoctrination Training A new workers or saiors receive some type of indoctrination training to hep them become famiiar with their new job. Aboard ship, that is accompished through Indoctrination Division, Schoo-of-the-Ship, or submarine Phase I training. New worker indoctrination must incude safety topics. OPNAVINST C and OPNAVINST B require indoctrination training on the command s overa NAVOSH Program. Federa Hazard Communication Standard training is required for a shore personne who wi be in contact with hazardous materias. Aboard surface ships, indoctrination training is required on back injury prevention, gas-free engineering, eectrica safety, the tag-out program, and the radiation safety program. Forma Safety Courses A variety of forma safety courses are provided for Navy safety professionas. A safety officers and one-haf the safety petty officers assigned aboard ship must take part in forma safety training. Civiian safety managers must attend forma courses and refresher training. OPNAVINST C and OPNAVINST B provide course requirements. The Nava Safety Schoo in Norfok, Virginia, provides numerous shore safety courses. Feet Training Centers in Norfok and San Diego conduct safety supervisor and hazardous materia training. The Surface Warfare Officer Schoo in Newport, Rhode Isand, presents the Afoat Safety Officer course. Submarine training faciities in Norfok and Pear Harbor conduct the Submarine Safety Officer course. Safety Standdowns In 1989, in response to a rash of Navy mishaps, the Chief of Nava Operations caed for a Navywide safety standdown. A safety standdown is a period, usuay of 1 or 2 days, set aside for safety training, awareness, and dris. Type commander instructions require afoat units to conduct safety standdowns at east once a year, whie yeary standdowns are recommended to other units. Shore commands may aso take part in safety standdowns. A standdown may be caed any time the command notes a particuar safety probem or wants to reemphasize safety on a specific topic. For exampe, if a command has a serious mishap, it may have personne take part in a safety standdown for a morning instead of working. Personne may then review the events eading to the mishap and discuss the essons earned. 1-16

25 Safety Surveys Safety surveys are informa safety program evauations conducted by the Nava Safety Center. These surveys are exceent training opportunities for safety supervisors. Checkists are used to determine safety requirements for each discrepancy. Shore, surface ship, submarine, and aviation safety surveys are avaiabe upon request from the Nava Safety Center. The resuts of safety surveys are provided directy to the commanding officer or commander, but to no one ese in the chain of command. Video Tapes and Training Aids Video tapes, fims, and other visua training aids are good suppements to your safety training program. They shoud be used in conjunction with ectures or discussions. Since many young peope are mediaoriented, video tapes and fims capture their attention. However, video tapes and fims shoud never be used as a substitute for a monitored presentation. Nava Education and Training Support Centers on each coast maintain ibraries from which you may order training fims. The addresses and phone numbers of those ibraries are as foows: Nava Education and Training Support Center, Atantic Code N5, Bdg. W313 Nava Station, Norfok, VA Phone (804) /1468, Defense Switched Network (DSN) /1468 Nava Education and Training Support Center, Pacific 921 West Broadway San Diego, CA Phone (619) , DSN Cataog of Navy/Marine Corps Audiovisua Productions, OPNAV P-09B , and NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, provide a ist of safety training fims. In some instances, you may borrow training aids from industria hygiene or occupationa heath departments at medica cinics or nava environmenta and preventive medicine units (NEPMUs). Training aids for submarine force units are isted in the Submarine On-Board-Training (SOBT) Products Cataog. The cataog is avaiabe through COMSUB- GRU-2, Code N-24, Nava Submarine Base, New London, CT , commercia (203) or DSN SOBT distributes safety video tapes for permanent retention by submarine force units. NAVOSH training topic video tapes are distributed to each afoat unit. These tapes are accompanied by a NAVOSH video tape user s guide. The user s guide expains the purpose of and provides an introduction to the video tape. BEING AN EFFECTIVE SAFETY TRAINER The work center or area supervisor is an important ink in the Navy s safety training program. These supervisors are responsibe for specific training sessions, incuding monthy 5-minute stand-up training ectures. The success of training depends on the vigor and eadership demonstrated by the supervisor. The supervisor has the practica experience on the job to teach safety skis. But first, the supervisor must. understand the subject matter,. understand how to teach it, and. understand how to motivate peope to earn. Training conducted by supervisors has specia chaenges. You are a busy person and have many concerns of which safety is ony one. A training session shoud be brief, cear, and to the point to be we received and effective. Keep an open mind and a hepfu attitude. Use your experience and knowedge to hep trainees reate to safety situations within the Navy and in their job. Your goas are as foows: To arrange for conditions that aow effective earning. Good environmenta conditions won t make your training effective, but poor conditions can prevent personne from earning even during the best training session. Arranging for a good earning environment is more of a chaenge aboard ship. To ceary emphasize the most important points as they reate to the Navy. To impress your students with good safety attitudes. To attain these goas you shoud take the foowing steps:. Prepare an outine or esson guide on your topic. The NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, incudes 20 NAVOSH esson guides. You can adapt them to fit your audience.. Preview the fim or video tape before you conduct training. Before you begin training, you shoud 1-17

26 . Preview the fim or video tape before you conduct training. Before you begin training, you shoud first go through the entire program at east once to become famiiar with the subject. Anticipate questions peope may ask and be prepared to answer them. Study the current Navy safety poicies and reguations that reate to the program. List the references for your topic in the esson guide.. Use handout materias if they can add to the training, Handouts work two ways they give students something to take back with them to the work area, and they are a good source of information for ater reference or summary. The esson guide that supports a specific topic may provide suggested handout materias you can easiy reproduce on a copier machine.. Acquaint yoursef with your esson guide or outine. If you get ost or confused, you wi ook unprepared. That can discredit you in the eyes of your students.. Pay attention to cass time. Keep the session moving and ivey. Nothing is worse than a session that drags on aimessy and painfuy. KEEP TRAINING SHORT! TRAIN EARLY IN THE DAY! At times you may have probems creating a good cimate for earning; you may have to search for a pace to conduct training. Aboard ship, you may find yoursef teaching in a crew s mess area or a workshop. Ashore, you may have to teach in a unchroom, conference room, or shop area. Students may have to stand. You may aso have noise to contend with from ventiation or operating equipment. Understand that certain factors affect earning, incuding the cassroom itsef. Simpe human needs affect how we or how fast we earn. Physioogica needs incude being cod, hot, hungry, or tired. Having such needs wi prevent personne from earning because they wi be concentrating on their body s needs first. Socia needs have an impact on any group of peope. A peope want to have a feeing of beonging and to fee needed by others. Personne deveop a sense of beonging more easiy within famiiar surroundings. Aduts aso have an ego need; that is, a need to fee usefu and respected. Try not to tak down to your students or over their heads. Never assume they shoud know a safety precaution simpy because it requires common sense, and never beitte them if they don t. The safety instructor s stye is aso an important factor. In deveoping your own stye, be sure you observe the foowing guideines: Aways accept a person s answer don t embarrass a student who has given the wrong answer. Try to provide a positive statement. Say, You re on the right track, rather than, That s wrong. Tak to the entire group, not just to the front row. Move around. Speak oud enough that peope sitting in the back of the room can hear you. Watch your mannerism. Reax. Take command of the group by your body anguage. Safety training is often routine and repetitive. Impress upon your students the importance of safety training. Be prepared and present your training materia in a professiona and enthusiastic manner. SUMMARY In this chapter you have earned about the history of the NAVOSH Program. We have introduced you to the current safety organization s program mission and objectives. We discussed the Nava Safety Center. We addressed safety and occupationa heath principes aong with the eements of a oca safety program. Remember, an effective safety program is everyone s responsibiity. Safety is a six-etter word for a 7-day job! 1-18

27 CHAPTER 2 SAFETY PROGRAM PROMOTION AND ATTITUDES This chapter deas with promoting your safety program and heping your workers deveop a positive attitude toward safety. Sometimes peope ca this a safety phiosophy. It is an essentia part of any successfu safety program. Some safety supervisors beieve that by providing safety training, they are promoting safety. Whie safety training is a vita eement, training aone cannot change unsafe attitudes or promote safe workmanship. The advertising word cas promotiona efforts marketing. A command must market its safety program and se safety to the worker. SAFETY PHILOSOPHY We often hear safety described as the use of common sense. That is, safety shoud be obvious anyone shoud be abe to see a missing safety guard and reaize it is a hazard. Unfortunatey, that is not the case. Safety is earned and experienced. From a young age, other peope warn us about dangerous situations and how to identify potentia hazards. Without that training, you might receive injury from such hazards. If not seriousy injured, you surey wi earn from the experience. You can easiy recognize some safety hazards. However, hazards invoving toxic chemicas and exposures may not be obvious. Some occupationa inesses, such as asbestos exposure, do not show symptoms for 10 to 35 years. You need to be trained to recognize these hazards. Just as we cannot rey on common sense to prevent mishaps, we cannot assume that everyone has a good attitude toward safety. The foowing are some attitudes that can contribute to mishaps: The fataist The peope who have this attitude are sure that when their time is up, nothing can be done about it. The risk-taker Peope who have this attitude fee certain risks are just part of the job and too often take unacceptabe risks.. The immorta Young saiors and workers usuay have this attitude. They fee immorta and cannot imagine that it coud happen to them. The accident-prone Peope who have this attitude seem to have a greater number of mishaps than their coworkers or shipmates. The attitude of the safety supervisor, safety manager, or safety petty officer can hep mod the attitude of the workers. Supervisors must constanty seek to deveop good attitudes in their peope. Train your peope in safe workmanship and try to convince them the command is sincerey interested in safety. Enforce a safety reguations to emphasize that the command expects safety to be a standard operating procedure. RISKS Risk taking is an inevitabe part of our daiy ives. Whether driving to work or getting under way, we face certain risks. However, we face different eves of risks. Some risks are considered acceptabe or unavoidabe. For exampe, we may have itte choice but to drive to work, but we can reduce the hazard by using safety bets. An unacceptabe risk woud be to drive a motorcyce to work at a high speed without wearing a hemet. Good risk taking can actuay be considered a precaution against mishaps. In good risk taking, the person is trained to recognize the eve of risk and choose whether the risk is worthwhie. A cacuated risk based on the possibe consequences of a hazard is safer than a haphazard risk based on poor judgment or ignorance. A ack of risk is not necessariy safer. A ack of risk sometimes means a person isn t aware of the risks. Minimizing risks is a vita eement of mishap prevention. You may be aware that a machine part is bady worn, so running that machine invoves a risk. Mishap prevention occurs when you reduce that risk by taking interim or permanent corrective action. We can access the risk of any hazard. This assessment is based on the severity of that hazard shoud a mishap occur and on the probabiity that it wi occur. 2-1

28 This risk assessment determines the eve of risk invoved. The eve of risk is indicated by a risk assessment code (RAC). Chapter 3 discusses RACs. A good safety attitude means the worker wi perform work in a manner that wi reduce risks. A worker with a poor safety attitude woud merey accept the risks and put up with the resuts. A good safety attitude in workers depends on the safety supervisor. You can foster good safety attitudes through communication, motivation, and saesmanship. Desire for praise and acceptance Fear of ridicue or disapprova Sense of humanity Sense of responsibiity Sense of oyaty Competitive instinct Desire for power or eadership COMMUNICATION Good communication between workers and safety supervisors heps maintain interest in safety. Afoat and shore safety committees and safety councis, discussed in chapter 1, bring workers safety concerns to supervisors. Through these committees and councis, the commanding officer becomes aware of unsafe conditions and hazards that require corrective action. When workers see the command take action to correct a hazard, they understand that they pay an important part in the safety program. They aso see that the command cares enough about their safety to correct hazards. We need hazard information so that we can correct hazards, not pace bame or discipine a worker. We must never coerce or threaten crewmembers and workers to report hazards. They shoud fee comfortabe in reporting a hazard to their supervisor or be abe to report a hazard anonymousy. Good communication between workers and their supervisors encourages safe attitudes and trust in their command. The sincerity of a safety supervisor is obvious in how he or she deas with safety probems and compaints. MOTIVATION To ensure tota participation in the safety program, the command must motivate its peope. It must motivate personne to behave in a manner that wi meet the various goas of the command. Program success consists of determining each person s needs. It aso consists of seecting and providing appropriate incentives (reinforcers) to meet those needs. It aso shoud estabish reasonabe toerance imits so that goas are achievabe. Some incentives that serve to motivate peope incude the foowing:. Instinct for sef-preservation. Desire for materia gain Peer pressure and a desire to conform We cannot overemphasize the importance of matching each person s needs to the proper incentives. A basic principe of behavior reveas that workers wi repeat desirabe behavior if the supervisor reinforces or rewards their actions. If the supervisor doesn t reinforce or reward a behavior, workers wi stop the behavior. Thus, a command must have an awards or incentives system. An incentives system not ony determines how peope wi perform their various jobs, but how they think about them as we. An incentives system can reenforce mishap-free behavior and encourage safe performance. Simiary, it can discourage unsafe and reckess behavior through the withhoding of reinforcement. For an awards system to be effective, however, we must provide timey reinforcement. If a person is doing a good job, we shoud not wait unti the end of the year to give that person a etter of appreciation or commendation. Immediatey after the desired behavior occurs, we shoud provide positive reinforcement. That increases the chance of recurrence of good work. Too much time between behavior and reward may confuse the person. He or she may not know which behavior was noteworthy. Reinforcement must aso be sincere and reate to a person s needs Peope wi see an attaboy given for a job they know they did not do we for what it is: an insincere, meaningess pat on the back. A chid may respond to such an act, but an adut wi not. Simiary, peope wi view other incentives that fai to satisfy rea needs as meaningess. Providing feedback about job performance aso motivates peope to perform desired actions. Motivation increases when reward is inherent in the task itsef. An exampe is a technician who achieves a sense of satisfaction from a job we done. Motivation is highest when opportunities exist for achievement, recognition, increased responsibiities, and advancement. Such factors shoud be part of the job itsef. 2-2

29 In a du and repetitive job, management can increase motivation by rewarding safe work performance. Rewards shoud incude both forma and informa incentives. Forma incentives incude promotions, awards, forma commendations, specia privieges, and work schedue seection. Informa incentives incude praise, encouragement, acceptance by feow workers, reduced supervision, and respect by others. Through carefu use of such incentives, we can effectivey infuence the practices of our workers. Motivation works best when the job itsef provides opportunities to achieve satisfaction. Commands create such opportunities by providing workers with a feeing of acceptance, a knowedge of where they stand, reasonabe autonomy, and freedom to practice individua skis. We can reenforce that approach by using the foowing techniques: Communicating effectivey Assigning jobs consistent with the abiities of the individuas Incuding a hands (when possibe) in the decision-making process Highighting program benefits (advantages versus disadvantages) Rewarding deserving personne (officia recognition, praise) Occasionay peope wi be at odds with the goas of the safety program. Their behavior wi confict with the success of the program. Many managers assume that a ack of cooperation stems from a disike of work. They aso think that the main job of the supervisor is to find a way to coerce peope to work. They try to contro peope through threats, reprimands, assignment of extra duty, and unusuay cose and strict supervision. Such externa contro approaches are ony effective for short periods of time and do not encourage the sef-motivation we desire in our workers. Supervisors shoud know that externa contro is not the best way to ensure a good job. Externa contro methods, if not appropriatey appied, can breed dissatisfaction and frustration. Those feeings can negativey affect both morae and ski. Use of the positive management techniques discussed earier makes the management-worker reationship more harmonious. As a resut, when you discipine a worker, it does not have the same negative quaities as the externa methods. The corrected worker wi understand the reason for the discipine, whether it is in the form of retraining, reminders, warnings, or penaties. Providing meaningfu mishap prevention orientations and adequate on-the-job training reduces the need for discipine. Setting the right exampe is aso hepfu. Emphasizing the risks of improper work practices may aso be effective. Such actions hep define good job performance, which, in turn, heps prevent workers from deveoping poor work procedures. That reduces the need for corrective discipinary actions ater. Management within the Navy provides genera guidance and a firm commitment to safety. Supervisors, as the key persons in mishap prevention, must make safety a prime and integra part of each job their workers perform. They must motivate and train peope to deveop and use safe work habits. They must buid their workers beief in mishap prevention. Finay, they must hep a workers deveop a strong persona commitment to mishap prevention. Once workers have made that commitment, they wi consciousy try to prevent mishaps. They wi question unsafe acts, conditions, or instructions and foow estabished safety procedures and reguations. SALESMANSHIP Since the success of a safety program depends on worker cooperation, interest in the program must be sod to the worker. Good saesmanship invoves three essentia requirements: (1) a good product, (2) knowing your product, and (3) the abiity to identify with the customer. When you have a product to market or se, the first requirement is to have a good product. Your product must provide something beneficia to the worker. Your product is freedom from oss of wages, from pain and injury, and from hardship for the worker s famiy. Secondy, you must know your product. That takes study, attention to detai, and famiiarity with safety standards. Your beievabiity is a key to your abiity to se safety. The third requirement is to put yoursef in the pace of your customer. Are the safety rues feasibe? Can your workers compy with the safety standards and sti get the job done? Do you require them to wear uncomfortabe protective equipment for a ong time in a hot environment? You shoud se safety on an individua basis, attuned to what you know about your customer. 2-3

30 Figure 2-1.-Safety posters. 2-4

31 Every sae invoves three steps: preparation, presentation, and commitment. Preparation is when you evauate the hazards and risks of the job and the customer s abiity to do the job. You research and observe the job or task determine the safety precautions that appy to the job, and target your safety efforts to address those precautions. Presentation is the use of your job knowedge to convince the worker of the need for safety. Commitment to a sae is when the customer agrees to buy the product. In other words, the worker decides to foow the safety precautions you have expained. Safety must be sod to everyone in the chain of command, from the commanding officer down to the deck-pate workers. Command support is critica and may be your hardest se. A saes efforts start with the safety officer, manager, or supervisor. Put posters in areas of high traffic, in paces where workers inger or stand in ine, or at entrances and exits. However, make sure you pace them in appropriate areas. For exampe, you woud pace a poster about the use of safety bets near an exit to the parking ot rather than in the mess area. Put posters aboard ship near the mess ine, in crew ounges, and near the quarterdeck. You can put arge safety banners at the head of the pier or on the fence eading to the parking ot. Posters are avaiabe, in imited quantities, from the Nava Safety Center and various commercia sources. The Nationa Safety Counci produces hundreds of posters, which you can procure through open purchase. Intermediate maintenance activities can make arger canvas banners upon request. PROMOTIONAL STUNTS SAFETY PROMOTION METHODS Advertisers deveop campaigns to promote products. Safety officers and supervisors can aso deveop an advertising campaign to promote their safety program. Safety promotion methods incude the foowing: Safety posters and stickers Promotiona stunts Safety contests Safety suggestions Recognition and rewards Recognition organizations SAFETY POSTERS AND STICKERS Coorfu posters have been used to promote safety for over a century. Posters area passive training method used to remind workers of a hazard, precaution, or idea. Posters must be current and have a message appicabe to the audience. Change them frequenty so they don t become part of the bukhead. Posters use both pictures and words to convey a safety message (fig. 2-1.) For workers with poor reading skis, posters are more effective than engthy written text. Eye-catching, coorfu pictures are as important to the effectiveness of a poster as cever text. Commands can use promotiona stunts effectivey to emphasize safety. Many nava bases, around hoidays, dispay a wrecked vehice near the gate. They post signs near the wreck reminding personne to wear safety bets and not to drink and drive. Dressed up skeetons, dummies in precarious positions, and dramatic photographs can be used to emphasize safety. Promotiona stunts shoud be safe but vivid and timey. SAFETY CONTESTS Most peope are competitive and ike contests, especiay if they can win a prize. Competition can be between individuas, work centers, shops, divisions, or commands. Common safety contests invove mishap records, training accompishments, or the reporting of hazards. Prizes can range from a safety S fag to a specia iberty chit. You can stage a safety contest for the best command safety sogan, safety essay, or safety poster. You can track reported hazards and mishaps for a specific period so that you can recognize the division or shop with the fewest mishaps. You can create competition out of zone inspections and other safety inspections by recognizing those divisions or shops with the best record of safety compiance. Each year, about 5 miion American workers take part in safety contests sponsored by the Nationa Safety Counci. The Safety Counci presents hundreds of awards in response to these contests. The success of the contests has proven they are good safety motivators. 2-5

32 SAFETY SUGGESTIONS The Navy s Beneficia Suggestion Program (Benny Sugg) appies to safety suggestions. Safety suggestions that coud resut in monetary rewards incude those which accompish the foowing: Decrease ost work time. Eiminate a hazardous condition. Recommend the use of a ess hazardous materia Safety suggestions may be made internay (within the command) or externay (outside the command). Externa and interna safety suggestions shoud be considered for rewards. A propery designed safety suggestion program is an effective means of tapping into your workers ingenuity. Peope who work with systems and equipment on a daiy basis are in a better position to find a better, faster, easier, and safer way of working. A successfu safety suggestion program must meet the foowing guideines: safety equipment. Recognition for correct behavior bosters safety program compiance and safe attitudes. Recognition can be as simpe as mentioning the name of a worker or saior in the Pan of the Day (POD) or Pan of the Week. Divisions or work centers with a superior mishap record can be recognized with a paque or a notice on the safety buetin board. Commands have used head-of-the-mess-ine privieges, specia iberty, and ship s store discounts as incentives and rewards for safe behavior. Recognition and rewards strengthen your safety program support, so make the extra effort to reward your peope for safe practices. Recognition aso appies to your safety assistants. A specia safety-green ba cap, ettered T-shirt, or safety petty officer name tag gives your safety team distinction. You can use the ba caps or name tags to motivate safety petty officers to compete their quaifications. A of these positive strokes make peope fee good about their command s safety program. The command must reay want suggestions from its workers and saiors. RECOGNITION ORGANIZATIONS Every suggestion must be taken seriousy; if it is not usabe, the person who made the suggestion must receive an expanation of why it can t be used. Action to incorporate the suggestion shoud be prompt or the reason for any necessary deay expained. Anonymity shoud be respected, if desired, by the person who makes the suggestion. Rewards shoud be reasonabe in reation to the vaue of the suggestion. Many safety suggestions have resuted in cash awards. For exampe, one suggested the use of biodegradabe detergent in a sovent parts washer. Another suggested the incusion of extra safety steps that eiminated frequent mishaps. RECOGNITION AND REWARDS Everyone appreciates a pat on the back and positive reinforcement. Too frequenty in safety, supervisors tend to notice ony the wrong and not the right. We wi stop a worker who isn t wearing safety gogges, but wak right past a worker who is wearing the correct Awards provide an exceent opportunity to promote safety programs. Many nonprofit organizations throughout the United States award peope who use certain artices of protective equipment to eiminate or reduce the chances of serious injury. The foowing ists some of those organizations:. Wise Ow Cub Founded in 1947, this is the odest of a such safety cubs. Membership is restricted to workers who have saved their eyesight by wearing eye protection. Address inquiries to Director of Industria Service, Nationa Society for the Prevention of Bindness, Inc., 79 Madison Avenue, New York, NY The Goden Shoe Cub This cub awards workers who have avoided serious injury by wearing safety shoes. The cub s address is Goden Shoe Cub, 1509 Washington Avenue, St. Louis, MO Kangaroo Cub Members of this cub have averted serious injury or death by wearing safety bets. The cub s address is Kangaroo Cub Internationa, P.O. Box 950, Coatesvie, PA I Survived Cub The Nava Safety Center sponsors this cub for nava personne and members of their famiies whose ives have been saved by wearing safety bets or using chid safety seats. The Nava Safety Center sends the survivor a certificate (fig. 2-2) signed 2-6

33 Figure 2-2. NAVSAFECEN I Survived Cub certificate. by the Commander of the Nava Safety Center. The story may appear in the Safetyine magazine. For more information contact the Nava Safety Center, Nava Air Station, Code 42, Norfok VA SAFETY AND OCCUPATIONAL HEALTH MANAGEMENT PRINCIPLES You shoud not question that safety and occupationa heath management go hand in hand. When you pursue one to the disadvantage of the other, the tota outcome becomes ess effective and ess efficient. A common misconception is that safety is an isoated topic pursued by speciaists and misunderstood by ine management. That is true when managers have either ignored or been unaware of safety procedures. It is aso true when managers have chosen to take risks without considering the impact on the tota operation. You must accuratey assess the impact of your decisions on the organization and its goas. Then, if you must take risks, you wi take them with fu knowedge of the expected impact. You wi achieve organizationa goas by foowing prescribed safety precautions. You can enhance occupationa safety and heath (OSH) management by foowing safety management principes and estabishing safety poicies. The foowing are some OSH principes you may find usefu: 1. Good management fosters safety: Safety management is the part of the management process that identifies potentia hazards and faiures that coud resut in injury and property damage. Management is part of the decision-making process that considers the effects of a possibe hazard on workers, materia, and organizationa reationships. 2. Safety is part of the professiona job: You shoud integrate OSH concepts and procedures into your professiona approach to every job. That is something everyone, from top management through the first-ine supervisor to the worker, shoud do. A training and apprentice programs shoud incude OSH. Safety demands cooperation among a eves of management and workers. 3. Top management and command must be invoved: Top management must take the ead in 2-7

34 organizing OSH, setting OSH poicy, and assigning OSH accountabiity, Management must hod intermediate management eves accountabe for a preventabe mishaps. To be effective, a mishap investigation must not coerce, convict, or punish managers, supervisors, or workers. It shoud strive to be impartia when assessing the evidence and then deveop recommendations to avoid future mishaps. The cause may not be one singe event or design faw. Management shoud work toward a safe and heathy operation or system through appropriate manageria methods. 4. Safety is economica: Mishaps cost money. Costs incude those for damage repair, ost work time, worker repacement and training, and compensation caims. Safety speciaists must advise management supervisors of how safety wi reduce ost work time and enhance productivity, operationa effectiveness, and morae. Money aotted to provide protective equipment and safe working conditions is a good investment. 5. First-ine supervisors are essentia to safety management: The first-ine supervisor (shop foreman, work center supervisor, eading petty officer) needs time for stand-up briefings. He or she aso needs the proper toos and persona protective equipment for safe operation. The first-ine supervisor must have adequate resources and must be accountabe for production and operation safety. Command support, incuding funding, is critica to safe operations. 6. Eiminate unsafe acts to reduce mishaps: Unsafe acts, unsafe conditions, and mishaps are symptoms of probems in the management system. You, as a manager or supervisor, must examine the symptoms to find and eiminate their causes. Lack of training, poor motivation, personaity conficts, drug or acoho abuse, and bad attitudes are potentia mishap causes. A of these probems are correctabe through good management and supervision. 7. Severe mishaps shoud receive first priority: Certain circumstances and conditions carry a higher risk of producing severe injuries or costy damage. You can normay identify, anticipate, and contro some of the foowing potentiay hazardous conditions: a. b. c. Unusua, nonroutine activities, ike weapons handing Nonproductive activities, during which boredom can ead to horsepay or unsafe acts Activities invoving high-energy sources such as meting metas in a foundry d. e. f. g. h. Certain construction activities, such as demoition of a buiding Catastrophic conditions and recovery from such conditions Exposive operations Lack of proper on-site supervision Inadequate operator skis or untrained workers 8. Safety is an administrative roe: The OSH manager, safety professiona, or safety officer serves as an advisor. The manager is responsibe for safety and safe decision making, incuding oss contro and risk management. The safety advisor monitors and aids in the investigation of mishaps, coection of data, evauation of trends, and deveopment of anayses. He or she aso promotes and educates workers in safety strategies, contros, and mishap prevention techniques. By definition, the safety officer, advisor, or manager is a spokesperson, cooperating with a eves of the organization. Each heps management and workers achieve a safe and heathy workpace. 9. Setting a safety exampe is contagious: If management ignores safety precautions or fais to wear protective equipment, workers receive the wrong message. Strict safety compiance by a eves of supervision sets the right exampe. When workers see others wearing proper protective equipment and foowing precautions, they are incined to do the same. Management must never dispay the attitude that safety takes too much time or money. 10. Safety is a commitment: A eves of the organization must see management s motivation and commitment to safety. Therefore, management must issue safety poicy and work cosey with safety councis and committees. It must address hazard abatement, aocate resources for mishap prevention research, deveop mishap prevention strategies and actions, endorse recordkeeping, and maintain accountabiity. Supervisors and midde management must foow safety precautions. They must convince workers that management is committed to safety. These efforts must be convincing to motivate workers to cooperate with safety poicies. Rea mishap rate reductions resut in improved effectivencss and cost savings. 11. Safety must be marketed: Management must se safety to the workers through a visibe show of support. Promotions, contests, competitions, recognitions, and posters are ways of making your safety program visibe to the workers. Positive program 2-8

35 support soicits worker cooperation and a good feeing about safety. If you need to threaten and coerce workers into compying with safety precautions, then your saes efforts have faied. Commands shoud manage OSH just as they woud manage any other organizationa function. Management shoud direct the safety effort by setting achievabe goas and by panning, organizing, and controing the methods used to achieve the goas. Workers must take part in goa setting and in deveoping mishap prevention strategies and actions to reduce injuries and materia osses. SUMMARY In this chapter you earned about the phiosophy of safety and what motivates safe behavior. You earned methods of seing, marketing, and promoting your safety program. Athough safety seems to be a matter of common sense, you earned that safety must be taught and reinforced. 2-9

36

37 CHAPTER 3 MISHAP CAUSES, PREVENTION, AND HAZARD ABATEMENT The Navy spends miions of doars each year on damage, fataities, injuries, and occupationa inesses. Mishaps seriousy degrade operationa readiness and waste tax doars. Preventing mishaps depends on identifying, controing, eiminating, and correcting hazards. When preventive efforts fai and mishaps do occur, investigating them thoroughy heps to determine the causes and prevent recurrences. The essons earned from a mishap or near-mishap can yied vauabe safety information. What is a mishap? Mishap Investigation and Reporting (OPNAVINST C) defines a mishap as any unpanned or unexpected event causing personne injury, occupationa iness, death, materia oss or damage, or an exposion of any kind. Mishaps are usuay a painfu experience. After being invoved in a mishap, most peope ook back and say those immorta words, If ony I... They then finish the statement with had or had not... With that information in mind, you shoud work toward making the words If ony I obsoete. How do you do that? You can t be everywhere at the same time. To prevent mishaps, you have to get peope to think about safety. You must promote enough interest to make peope want to perform each task safey. We assume most peope want to do their best; but remarkaby, many peope do not associate best with safe. A Navy personne must commit themseves to think smart, think safety. In this chapter, we discuss various statistics on mishap causes, prevention methods, and hazard abatement. MISHAP CAUSES Sedom does a mishap have a simpe cause. A combination of factors, coming together under just the right circumstances, usuay cause the mishap. A specific chain of events often eads to a mishap. Breaking any ink in that chain can usuay prevent the mishap. To prevent their recurrence, we need to know what those events and the contributing causes were. Normay, we divide cause factors into the foowing broad cassifications: 1. Primary cause. The primary cause, aso caed the immediate cause, is the actua, obvious cause of the mishap. For exampe, the cause of the saior s death was a head injury from a fa down a adder. The primary cause of death was the head injury. 2. Contributing causes. Contributing causes are a the factors that made up the chain of events eading to the primary cause. Ony through investigation can we determine these contributing causes. For exampe, the primary cause of death was a head injury from a fa down a adder. The contributing causes coud have been worn adder treads, a missing hee on the saior s shoe, greasy hand rais, the saior s rushing down the adder, or many other causes. The primary cause aone does not give you enough information to prevent recurrence of the mishap. Unsafe acts and conditions are known causes. Knowing how these unsafe acts and conditions deveop wi make your mishap prevention training more successfu. You can stop mishaps by preventing or eiminating the causes. That is why a hands, especiay supervisors, need to understand why mishaps occur. The more you know about the causes of mishaps, the better equipped you wi be to prevent them. A practica definition of a mishap cause is anything and everything that has contributed to a mishap. That incudes the primary and the contributing causes. The purpose of this broad interpretation of a mishap cause is to encourage you to adopt a broad and open approach when identifying the cause of a mishap. Thus, do not focus a your attention on the mishap aone. Investigate everything that eads to the mishap both directy and indirecty before determining the probabe cause or causes. We categorize causes as foows: Human error Maintenance and support factors Administrative and supervisory factors Materia faiures or mafunctions Environmenta factors 3-1

38 HUMAN ERROR Human error causes an aarmingy high number of mishaps. Between 50 and 75 percent of mishap investigations concude that the primary cause of the mishap was human error. Human error findings consider the human invovement before, during, and after the mishap. We can reduce the number of mishaps by earning to identify and contro the human factors that cause mishaps. Human error is part of neary every mishap. Human error incudes the actions of a personne invoved in the mishap. It incudes those personne who may have maintained or repaired equipment or even the worker at the factory where a part was manufactured. Human error invoves both physica and menta factors, such as the foowing: Ergonomics (design of the workpace) Physica strength and condition of the individua Physica stresses and the body s subsequent responses Menta factors, incuding the person s attitude; behaviora factors; abiity to retain and assimiate training; externa menta stresses, such as interpersona reationships; and menta inesses A of us mentay process information we receive. Factors such as persona experiences, emotions, knowedge, motivation, and attitudes infuence how we interpret this information. They aso cause us to respond in various ways to different situations. When a mishap occurs, we carefuy examine each of these factors. Each one can cause the best trained and most skied worker to make a wrong decision or response. ERGONOMICS Ergonomics refers to the technoogy invoved in heping peope physicay adjust to their workpace. It is aso caed biomechanics or the man-machine interface. Basicay, ergonomics concerns the design of a workpace, space, or process to minimize stresses on the body and to maximize production. Ergonomics became important with the deveopment of production ines that required constant, repetitive motions. A workbench that is too high or too ow can cause fatigue. Poor ighting can cause confusion. Emergency switches that are out of reach can impair a person from controing them. A of these work area designs pace stress on the body that coud contribute to human error. Contros that an operator cannot reach quicky and easiy are exampes of poor design. Other exampes are emergency contros protected by cumbersome interocks and dispays that are difficut to read and interpret. Poor functiona ayout within a space causes inefficient operations and maintenance difficuties, which breed jury-rigged shortcuts. When investigating a mishap, we must ook at the work area in which the mishap occurred. TEMPORARY PHYSICAL ILLNESSES Temporary physica inesses, such as cods, fu, dizzy spes, heat stress, and nausea, affect our abiity to work safey. These disorders can cause physica impairments that can contribute to mishaps. They can aso disrupt concentration, menta aertness, memory, and reasoning abiity. PHYSICAL IMPAIRMENTS Physica impairments, such as back injuries or hernias, can make peope susceptibe to mishaps. The weakened physica condition accompanying such defects can impair strength, stamina, and agiity. Mishaps aso can stem from two other types of physica impairment visua and hearing. Good vision is important to every job. A common visua impairment such as fauty depth perception can cause mishaps such as tripping or faing. Hearing impairments can cause mishaps when persons cannot understand audibe communications and signas. ALCOHOL Acoho is a chemica depressant. It acts as a genera anesthetic for those parts of the brain which suppress, contro, and inhibit thoughts, feeings, and actions. Typica effects of acoho consumption incude impaired judgment, unreaistic confidence, and sowed coordination and performance. Such effects bring about risk-taking behavior associated with unsafe acts and mishaps. DRUG ABUSE Drug abuse causes many mishaps. Some peope die as a resut of a drug overdose or respiratory depression caused by barbiturate intoxication. Saiors high on amphetamines and barbiturates sometimes fa 3-2

39 overboard and become ost at sea. Drug abuse or dependence is not ony hazardous to the abuser, but aso to other personne, to equipment, and to the operationa readiness of the command. Poydrugs have created sti another dimension of drug abuse. The term refers to the mixing of two or more drugs. Mixing acoho with another drug is the most common form of poydrug abuse. This combination produces effects that can be fata. FATIGUE Fatigue begins when a person starts a task; the fatigue increases as the task continues. It decreases awareness and refex actions whie increasing the chance of error. Symptoms incude ower quaity of performance, irritabiity, impatience, forgetfuness, confusion, and increased errors. Hard work ong hours, and ack of seep produce fatigue. In addition, such stresses as vibration, heat, high or constant noise, inadequate iumination, anxiety, boredom, monotony, and change in routine can produce fatigue. MOTION SICKNESS Since motion sickness produces severe nausea, it can weaken, distract, or disorient peope. The most commony experienced forms stem from the motions associated with aircraft, cars, trains, and ships. This iness is particuary dangerous because it causes a oss in norma aertness and decision-making abiities. Such a oss can cause a person to make serious mistakes. Once the body becomes adjusted to these movements, through training and adaptation, nausea disappears and norma functioning returns. EXTREME TEMPERATURES Extreme temperatures impair a person s overa performance, which increases the chances of inefficiency and mishaps. Heat stress and temperature extremes cause probems such as fatigue, increased reaction time, decreased menta awareness, and oss of dexterity and coordination. NOISE Unnecessary or unpeasant noise causes stress by overoading a person s nervous system. Stress can bring about emotiona outbursts. Since emotiona outbursts are impusive and unrestrained, they can resut in mishaps. Intense noise can cause hearing oss, both permanent and temporary; headaches; fatigue; and nausea. Each of these effects can impair performance. VIBRATION We often overook vibration as a potentia source of decreased work performance, and yet it routiney accompanies many activities. Very ow-frequency, high-ampitude vibrations can cause motion sickness. Proonged exposure to vibration commony produces annoyance and fatigue, which can reduce performance and effectiveness. Exposure to eves of vibration that produce discomfort can induce permanent physica damage to the interna organs. VISUAL ACUITY Mishap-free performance requires good visua acuity. Different probems can affect your vision during the day and at night. The most common probem during dayight is gare. Intense ight refected in random directions causes gare. Gare is hazardous because it can momentariy bind you. The bindness can continue for hours unti your eyes have had time to adjust to ow eves of ight. Even if your eyes adjust easiy, your visua acuity at night is not as good as it is during the day. Night vision is extremey sensitive to stray ight sources. When your eyes have adapted to darkness, a sudden fash of ight can bind you, as gare does during the day. These conditions increase the chances of mishaps. MENTAL FACTORS Menta factors have been cited as causes invoved in numerous mishaps. Menta factors range from just being in a bad mood to having a serious personaity disorder. Athough medica professionas usuay investigate menta factors, a mishap investigators shoud ook at these factors. In serious mishaps, a medica officer is assigned to determine physica and menta causes of human error. Medica records, prior injuries, responses to stress, and documented personaity disorders are reviewed and investigated. BEHAVIORAL FACTORS Behaviora factors incude actions such as skyarking, risk-taking, showing off, inattention, disregarding instructions or orders, and faunting authority. Such behavior resuts when personne ignore safe work procedures because of undesirabe motives. 3-3

40 The foowing are exampes of frequenty seen dispays of undesirabe motives:. Trying to save time and effort. Trying to maintain persona comfort. Trying to express resentment An undesirabe motive is ceary a compex probem. A person does not react simpy to the basic needs of comfort, security, beonging, and sef-fufiment. Attitudes, feeings, and emotions stemming from a mutitude of sources aso affect a person s motives. Chapter 2 discussed attitudes and motivation. LACK OF TRAINING AND EXPERIENCE Mishaps caused by a ack of training and experience occur most often when peope tacke a task with which they are neither famiiar nor quaified. Experienced personne can ceary recognize hazardous conditions that inexperienced persons may not notice. Since the inexperienced persons imitations then exceed their capabiities, a mishap may occur. The imbaance between a person s skis and required eves of training shows through impropery foowed procedures, shortcuts, errors in judgment, and improper maintenance and operations. Supervisory personne sometimes contribute to mishaps by making assignments without adequate knowedge of the capabiities and imitations of their peope and equipment. When you are training inexperienced peope for new jobs, their training needs are obvious. They need your hep to gain the knowedge and skis they must have to do a job. Even when you provide peope with the basic skis to do a job, they may not thoroughy understand it. They may be unabe to retain what you taught them. You must counterbaance this ack of understanding with cose supervision. As peope become more experienced and ess cosey supervised, training deficiencies become more apparent. Finding peope paced in tasks beyond their current ski deveopment is not uncommon. When asked if they can hande the assignment, many respond positivey. They do not want to appear incompetent. Knowedge aone is not aways enough to prevent a mishap. Most tasks in the Navy require a certain ski eve. These skis can vary from those required to paint a bukhead to those required to operate a nucear reactor. To propery accompish any job, peope must safey deveop skis through practice. INTERPERSONAL RELATIONSHIPS Since interpersona reationships with our peers, supervisors, spouses, and parents can affect our menta attitudes and moods, they can contribute to mishaps. A worker s distraction because of worry about a pending divorce can ead to a mishap. A worker s disregard of an order because of a personaity confict with management or a supervisor can resut in a mishap too. To avoid being abeed a wimp, a person may give in to peer pressure and purposey take risks, such as working without eye protection. That can aso resut in a mishap. When you investigate the causes of a mishap, carefuy consider the persona ives of the peope invoved. Are they having probems at home? Are they under pressure because of financia troubes? Coud peer interaction possiby have contributed to the cause of the mishap? MAINTENANCE AND SUPPORT FACTORS Maintenance and support factors incude improper maintenance, improper priority assignments on work requests, or ack of proper quaity assurance (QA). Shipyards, intermediate maintenance activities, contractors, or a ship s force may be invoved with maintenance and support. Mishaps can resut from the way the manufacturer made, assembed, or instaed the equipment. They can resut from premature equipment faiure caused by a manufacturer s improper processing and fabrication, improper assemby, or use of improper materias. Mishaps can aso resut from part faiures caused by a manufacturer s deviation from design specifications, such as incorrect size, weight, strength, and simiar engineering characteristics. Materia damage and persona injury mishaps can resut from impropery maintained equipment. A motor incorrecty rewound at a shipyard coud short out and cause a fire. Improper QA or the ack of approved QA procedures can resut in a mishap. These types of mishaps overap with human error causes. 3-4

41 ADMINISTRATIVE AND SUPERVISORY FACTORS Reviewing whether reguations and their enforcement by a eves in the chain of command coud have contributed to the mishap is essentia during a mishap investigation. Standard operating procedures (SOPs) might be unsafe. Safety standards might be incompete or missing from a technica manua. How the command views and enforces the use of SOPs and other procedures coud contribute to the mishap. Consider supervisory factors. Examine the proficiency and physica condition of the supervisor. Mishaps can resut from an improper eve of supervision or a faiure to require personne to meet personne quaification standards (PQS). They can aso resut from a ack of forma and informa training of the supervisor and the crew. Check the adequacy of the procedures and precautions of the task being performed when the mishap occurred. Examine these areas even when every action seems to have been appropriate and to have foowed prescribed procedures. You may find procedures are incorrect or inadequate. For exampe, if you change, repace, or ater a piece of equipment, you must update the technica manua. If you do not, the operator or maintenance technician may accidentay use incorrect procedures for a particuar task. Not posting the necessary instructions or removing them from the work area can ead to procedura probems. Instructions need to be avaiabe for reference in the work area. Do not assume personne aready know the precautions to take when doing a job. Make sure they ook them up in a procedura instruction or technica manua. Personne must have these precautions avaiabe when needed. Make sure procedures contribute to mishap prevention by teaching personne to foow the safety precautions for every procedure they perform. MATERIAL FAILURES OR MALFUNCTIONS Consider a materia faiures and mafunctions thoroughy, whether the faiures or mafunctions occurred because of fauty design, defective manufacture, or repair. That does not incude faiures caused by norma wear and tear. Most mishaps bamed on materia faiure may reay invove maintenance factors or human error. When investigating materia faiures, especiay meta fatigue faiures, never try to force the pieces back together. That coud ater or destroy the evidence needed for more detaied aboratory anaysis. ENVIRONMENTAL CONDITIONS Environmenta conditions are usuay not cause factors. For exampe, a cause of a mishap might be excessive speed for existing sea conditions or faiure to secure for sea; but the high sea state did not cause the mishap. We can attribute very few mishaps to acts of God. Being struck by ightning maybe an act of God, but being outside during a thunderstorm was a contributing cause; therefore, the mishap was probaby preventabe. Environmenta factors can damage equipment and cause injury to workers. Environmenta factors incude extreme exposure to heat, cod, vibration, noise, iumination, radiation, or atmospheric contaminants. You may require eectronic equipment to operate within a narrow temperature range, for instance. Deviation degrades performance and causes system faiure. Humidity aso takes its to through corrosion and moisture accumuation. Entire systems are susceptibe to damage by extreme weather conditions that produce abnorma winds, seas, and rain. MISHAP PREVENTION Athough a mishap usuay has ony one primary cause, it may have more than one contributing cause. Aone, each contributing cause may not have caused the mishap. However, one contributing cause may have started a chain of events eading up to the mishap. Preventive efforts must be directed toward a the primary and contributing causes. Mishap prevention is the process of eiminating mishap-producing causes before a mishap occurs. It is an organized effort to eiminate unsafe acts and unsafe mechanica, physica, or chemica conditions. The object of mishap prevention is to prevent mishaps from occurring. If they have aready occurred, the object is to prevent them from recurring. Mishap prevention takes pace through two means: The Navy Occupationa Safety and Heath Deficiency Abatement Program (NAVOSH- DAP), which identifies a hazard before a mishap occurs and takes action to prevent recurrence Mishap investigations, which revea causes and identify action needed to prevent recurrence 3-5

42 HAZARD PREVENTION Three methods are used to contro the impact of hazards. The first, and preferred, is to prevent the hazard at the design stage. The second is to identify and eiminate existing hazards. The third is to reduce the ikeihood and severity of mishaps from hazards that cannot be eiminated. Hazards may be prevented through appropriate actions during the design process, when operating procedures are deveoped, and when equipment is purchased. The hazard woud never exist if we anticipated probems and eiminated them before they reached the worker. Systems commands are responsibe for preventive actions such as system safety reviews, design reviews, and the deveopment of operating and purchasing procedures designed to eiminate hazards. Usuay, ships and shore commands have itte contro over the design process. If the design of equipment currenty in use is hazardous, retrofitting or redesign may be required. If redesigning the equipment is beyond the scope of the activity, it may request hep from the systems command or higher authority. The activity can then use that redesign information for future designs and purchases. Hazards in the workpace may arise as the resut of an inadequate preventive maintenance program. An effective preventive maintenance program can keep equipment and materia from degrading to the point that they become an operationa hazard. Standard operating procedures (SOPs), instructions, or simiar directives that te how to perform work can prevent hazards from occurring. Obvious exampes incude SOPs for tank ceaning, fou weather operations, and asbestos remova. Personne must be famiiar with appropriate SOPs and current updates appicabe to their duties. Many hazards may be prevented by incuding appropriate specifications in purchase orders for equipment/materia. Normay, buyers have itte contro over specifications for equipnent/materia purchased through the Navy suppy system. However, since a considerabe amount of materia/equipment is ocay purchased, you can prevent hazards by purchasing the proper types of materia in the proper amounts. Hazardous materia is of specia concern. We must minimize a oca purchases of potentiay hazardous materia. Afoat commands shoud purchase ony materia isted on the Shipboard Hazardous Materia List (SHML). Shore commands shoud purchase ony materia isted on the Authorized Use List (AUL). HAZARD CONTROL When preventing hazards is impossibe, we must contro their effects by reducing the severity of the hazards. We use severa methods to contro hazard possibiities. The preferred order in which we use them is (1) substitution, (2) engineering contros, (3) administrative contros, and (4) use of persona protective equipment. Substitution Repacing an existing process, materia, or equipment with a simiar item having a ower hazard potentia may reduce risks of injury or iness. Be carefu in substituting materias by making sure they are made of technicay acceptabe materias that wi not create a new hazard. Contact NAVSEA/NAVAIR for substitution approva. Nava Suppy Systems Command (NAVSUP) must approve hazardous materia substitutions. Engineering Contros Engineering contros used to contro hazards incude isoation and ventiation. ISOLATION. Isoation is the physica separation of peope from contact with a hazard. This method invoves the use of a barrier or imiter. It may be in the form of a physica barrier or invove separation by time or distance. Exampes incude machine guards, eectrica insuation, sound barriers, and remotecontroed equipment. VENTILATION. Ventiation is the contro of potentiay hazardous airborne substances through the movement of air. Two methods are genera ventiation (or diution ventiation) and oca exhaust ventiation. Genera ventiation is the diution of an airborne substance by mixing it with the surrounding uncontaminated air. Loca exhaust ventiation (fig. 3-1) is the remova of an airborne substance at its source or point of generation. This method of ventiation prevents the airborne contaminants from passing through the worker s breathing zone. Loca exhaust ventiation is the preferred and more economica method. The use of genera ventiation shoud be imited to the contro of heat, humidity, or ow toxicity sovent vapors when no other ventiation is possibe. 3-6

43 Figure 3-1. Loca exhaust ventiation. Administrative Contro Administrative contro emopoys specia operating procedures to reduce the exposure of personne to hazards. Exampes incude procedures that imit access to high hazard areas and that provide for adjusted work schedues such as heat stress safe stay times. Another exampe is an operating procedure requiring the use of semiautomatic equipment that does not require constant attendance (time separation). Adjusted work schedues shoud be used ony when personne maybe repeatedy exposed to the hazard without adverse effect. Persona Protective Equipment The use of persona protective equipment (PPE) is the east preferred method of hazard contro. With this method, any equipment breakdown, faiure, or misuse immediatey exposes the wearer to the hazard. The effectiveness of the PPE aso depends on the conscious effort of the user to wear it propery. Nevertheess, when other methods cannot achieve adequate risk reduction, persona protective devices must be used, either aone or in conjunction with other protective measures. HAZARD IDENTIFICATION Hazard identification occurs through observation and routine safety program evauations, surveys, and forma inspections. The safety officer, safety manager, safety petty officer, or safety supervisor trains peope to recognize hazards. In chapters 6, 7, and 8, we discuss the program evauation and hazard identification process for shore, afoat, and aviation activities. HAZARD REPORTING The eariest possibe detection of unsafe or unheathfu working conditions and the prompt contro of hazards identified as a resut of those conditions are essentia. Encourage your subordinates to submit prompty a report of unsafe or unheathfu conditions. A personne shoud oray report unsafe or unheathfu working conditions to their immediate supervisor. That supervisor shoud prompty evauate the situation and take appropriate corrective actions. Supervisors wi contact the Occupationa Safety and Heath (OSH) office, safety manager, division safety petty officer, division officer, or safety officer for assistance, if needed. The person reporting the hazard must be kept informed of a actions taken. After personne oray report an unsafe or unheathfu condition, they may expect the supervisor to investigate the situation. If their supervisor takes no action to investigate the condition or they are unsatisfied with the resut, personne may submit a written report. Ashore, the poster, DD Form 2272, DOD Occupationa Safety and Heath Protection Program, reminds empoyees that hazard reporting is their 3-7

44 Figure 3-2.-Navy Empoyee Report of Unsafe or Unheathfu Working Condition. responsibiity. They may use OPNAV 5100/11 (fig. 3-2) to report hazards. Empoyees shoud find bank copies of such forms and posted procedures for their use in areas convenient to a workpaces. Empoyees who wish to remain anonymous shoud say so on the form. Upon receipt of a hazard report, the OSH office shoud contact the originator by teephone to acknowedge receipt of the form and discuss the seriousness of the reported hazard. The OSH office shoud investigate a reports brought to its attention. Investigations of aeged imminent danger situations are made within 24 hours. Potentiay serious situations are investigated within 3 days. Forces afoat use the Safety Hazard Report (OPNAV Form 3120/5) (fig. 3-3). Personne my submit a handwritten report that simpy states the nature of the condition and its ocation. An originator who desires that his or her name not be reveaed shoud state so in the report. A personne shoud have access to these forms; make sure you educate your personne in their use. Upon receipt of a report, the safety officer contacts the originator to acknowedge receipt and discuss the 3-8

45 Figure 3-3.-Safety Hazard Report. 3-9

46 seriousness of the reported condition. The safety officer advises the cognizant division officer that an unsafe/unheathfu working condition has been reported. Aeged critica danger situations wi be evauated immediatey. If possibe, potentiay serious or moderate situations wi be evauated within 3 days. The aviation community has its own hazard report (HR) system, covered in OPNAVINST Q. Aviation hazard reports (HRs) are used as foows: To report a hazard and the remedia action taken so that others can take simiar action to eiminate the hazard To report a hazard and recommend that another organization take corrective action to eiminate the hazard To report a hazard so that some other organization may determine the proper corrective action to eiminate the hazard Personne in aviation squadrons and wings must submit an HR whenever they detect a hazard. Command aviation safety programs must encourage personne to report hazards. Personne send HRs by mai or message directy to the Nava Safety Center (NAVSAFECEN). The NAVSAFECEN wi guard the report s confidentiaity and distribute a sanitized report, as it beieves necessary. Reports may incude recommendations for corrective action within the command. Four aviation hazards require specia formats: bird (and bat) strikes; near mid-air coisions; physioogica episodes; and embarked anding hazards. When these hazards occur, but they do not meet the criteria of a defined aircraft mishap, you must submit an HR using the proper, prescribed format. Hazard Report Responses The shore OSH office or afoat safety officer wi provide an interim or fina response in writing to the originator of the reported condition within 10 working days of receipt of the report. Interim responses wi incude the expected date for a fina response. If the evauation identifies a hazard and its cause, the fina response wi incude a summary of the action taken for abatement of the deficiency. If no significant hazard is found to exist, the repy wi incude the basis for that determination. The fina response sha encourage the originator to contact the OSH office or afoat safety officer if he or she desires additiona information or is dissatisfied with the response. If the originator remains dissatisfied after discussing the matter, the individua must be advised of the right to appea to the commanding officer. The commanding officer, or his/her representative, wi respond to the originator of the appea within 10 working days. An interim response wi suffice if the evauation is incompete at that time. If sti dissatisfied, the miitary or civiian empoyee has the right to further appea. Personne may appea a the way through the chain of command to the Deputy Assistant Secretary of Defense (DASD) (Environment, Safety& Occupationa Heath [ES&OH]). Civiians may continue their appea to the Department of Labor. Encourage the reporting of hazards, but make sure empoyees and miitary members understand that you are taking corrective action. As a supervisor you must take a reports of hazards seriousy, no matter how minor. The Nava Safety Center tracks aviation hazard report corrective actions. SAFETYGRAM Reports Aboard ship, safety officers and personne may submit a SAFETYGRAM, OPNAV 5102/4 (fig. 3-4), to report a hazard, voice a concern, or ask a safety question. They do not need to send the SAFETYGRAM through the chain of command, but can mai it directy to the Nava Safety Center. Usuay, this type of hazard reporting is not used for hazards within a particuar ship, but for those that may affect other simiar units. OPNAVINST B, chapter A6, expains how to submit a SAFETYGRAM. SAFETYGRAMs can be used to report near-mishaps. A near-mishap is an occurrence that, except for proximity or timey action, woud have resuted in damage or injury to personne. Whie the near-mishap does not cause personne injury or damage to equipment or materia, it does serve notice that a hazardous condition exists. This condition coud resut in a future mishap. The near-mishap is significant because it can serve as a warning to supervisors of an unsafe condition. When a near-mishap occurs, personne can submit a Safety Hazard Report to their supervisor or the command s safety officer. They can aso send a SAFETYGRAM to the Nava Safety Center. The safety 3-10

47 Figure 3-4. SAFETYGRAM. 3-11

48 Figure 3-5.-Interna Mishap/Near Mishap Investigation Report. 3-12

49 officer reports the findings of the near-mishap investigation on an Interna Mishap/Near Mishap Investigation Report (fig. 3-5). If you ignore the conditions that cause near-mishaps, you are sure to invite a rea mishap. Injury Reports Injury reports and trends in minor injuries can identify hazards and probem areas. Trends may revea a ack of training, poor enforcement of PPE use, or an incorrect operating procedure. Reports of injuries are treated as foows: severity and mishap probabiity. You derive the RAC as expained in the foowing paragraphs. HAZARD SEVERITY The hazard severity is an assessment of the worst potentia consequence that is ikey to occur as a resut of a deficiency. The most unfavorabe degree of injury, occupationa iness, or property damage defines the worst potentia consequence. The OSH office or safety officer assigns roman numeras to hazard severity categories using the foowing criteria: Category I Catastrophic: The hazard may cause death or oss of a faciity.. Afoat, the medica department treating a crewmember competes an injury report and forwards it to the safety officer for investigation. Category II Critica: May cause severe injury, severe occupationa iness, or minor property damage. Ashore, the OSH office or command keeps a og of Navy injuries and occupationa inesses (civiian and miitary ashore). It aso submits a quartery report of Navy and civiian occupationa injuries and inesses, as we as an annua report. Shore activities aso maintain records of a Federa Empoyees Compensation Act (FECA) caims. These caims can aso aert a safety manager to oca mishaps and hazard trends. HAZARD ABATEMENT Once we have identified and reported a hazard, the next step is corrective action. How do we get it fixed? Some remedies are simpe. If someone is not wearing gogges, you provide a pair of gogges. Some corrective actions may be extensive and expensive. Renovation of a ventiation system to remove acid mist may take years. We can take temporary measures to protect workers, but we must take permanent measures to decrease the hazard. One of the first steps in a hazard abatement program is to prioritize the hazards. That requires assessing the hazard and assigning some type of quantifier. Each identified hazard that cannot be corrected immediatey is assigned a risk assessment code (RAC). The RAC represents the degree of risk associated with the deficiency based on the combined eements of hazard Category III Margina: May cause minor injury, minor occupationa iness, or minor property damage. Category IV Negigibe: Probaby woud not affect personne safety or heath, but is nevertheess in vioation of a NAVOSH standard. MISHAP PROBABILITY The mishap probabiity is the ikeihood that a hazard wi resut in a mishap. The mishap probabiity is based on the assessment of such factors as ocation, cyces or hours of operation, and affected popuation. The OSH office or safety officer assigns an arabic etter to the mishap probabiities according to the foowing criteria: Subcategory A: Likey to occur immediatey or within a short period of time. Subcategory B: Probaby wi occur in time. Subcategory C: May occur in time. Subcategory D: Unikey to occur. RISK ASSESSMENT CODE The risk assessment code (RAC) is an expression of risk that combines the eements of hazard severity and 3-13

50 Tabe 3-1. Risk Assessment Code (RAC) mishap probabiity. Using the matrix in tabe 3-1, we express the RAC as a singe arabic number that we use to hep determine hazard abatement priorities. RACs are used on the various hazard reports, mishap reports, and mishap investigation reports. NAVOSH DEFICIENCY NOTICE Ashore, civiian and miitary hazard correction is documented on a NAVOSH Deficiency Notice, OPNAV 5100/12 (fig. 3-6). Section A describes the 3-14

51 Figure 3-6. NAVOSH Deficiency Notice. hazard/deficiency. The activity safety office forwards a copy to the officia in charge of the operation where the deficiency occurs. Copies of OPNAV5100/12 for RAC 1, 2, and 3 deficiencies must be posted in the area of the deficiency unti the hazard has been abated. The officia in charge of the operation takes prompt action to correct the deficiency. Within 30 days of the date of the notice, he or she competes section B and returns a copy to the activity safety office. Work areas awaiting permanent abatement initiate interim protective measures. The report shoud show the status of the deficiency in one of the foowing categories:. The deficiency has been corrected. An abatement project has been initiated. INSTALLATION HAZARD ABATEMENT PLAN Ashore, a forma instaation hazard abatement pan records deficiencies assigned RACs 1, 2, and 3 that 3-15

52 require more than 30 days for correction. This pan shoud incude the foowing standard data for each deficiency (or ogica grouping of simiar deficiencies): Dates of hazard identification Location of the hazard(s) Description of the hazard(s), incuding reference to appicabe standards Estimated RAC (with hazard severity, probabiity of singe occurrence, and annua personne exposure cited separatey) or cacuated RAC Interim contro measures in effect Description of the abatement action, incuding estimated cost and competion date Coseout statement, showing: competed abatement action and actua cost, with date of competed action; or process discontinued or work site vacated The instaation abatement pan is avaiabe for review ocay by recognized empoyee organizations, where appicabe. AFLOAT HAZARD ABATEMENT PLAN The safety officer usuay maintains a record or some type of og of safety hazard reports. This og is recommended but not required. This og can be used to track hazards that arc corrected immediatey or quicky. Hazards that require additiona time to correct are entered into the 3-M Systems. Such hazards/ deficiencies shoud be the subject of a 4790/2K and entered into the current ship s maintenance project (CSMP). A safety hazard code, simiar to an RAC, is paced in bock 15 of the OPNAV 4790/2K; the safety hazard is expained in the Description/Remarks bock. The CSMP is the Hazard Abatement Pan for forces afoat. Option D of the CSMP ists the OPNAV 4790/2Ks that were marked as safety hazards. The safety officer maintains the CSMP isting of NAVOSH hazards/deficiencies that require authorization of funding by higher authority. A ship, shipyard, or intermediate maintenance activity that has NAVOSH deficiencies it cannot correct shoud submit a request to the type commander for either an ateration equivaent to repair or a ship ateration. INTERIM HAZARD CORRECTION We recognize that immediate abatement of deficiencies in working conditions may not aways be possibe and that some temporary deviation from NAVOSH standards may be required. Therefore, you must estabish appropriate interim contros as soon as you note the deficiency. Ashore, you shoud document such contros on the NAVOSH Deficiency Notice as prescribed in chapter 9 of OPNAVINST C. The activity safety office approves interim protective measures in effect for more than 60 days. Afoat, the interim action shoud be documented on the Safety Hazard Report. For an RAC 1 (critica) or 2 (serious) hazard, the commanding officer must personay approve the interim contro. When you must deay correcting an unsafe condition for reasons such as a shortage of funds, personne, or equipment, take appropriate temporary precautions to protect workers unti the correction is made. Such precautions may incude securing hazardous areas, disconnecting power sources, removing equipment from service, posting warning signs, or even verbay warning workers of the hazardous condition. Take temporary precautions prompty to reduce the hazard to personne. We need to address your authority to correct unsafe conditions at this point. Sometimes an unsafe condition may arise that requires immediate corrective action because it poses an immediate danger to ife or imb. We ca that an imminent danger situation. Act as your judgment tes you to act to meet the emergency. Do not deay! Do not worry about whether or not you have the authority. YOU HAVE IT! HAZARD AWARENESS DEVELOPMENT When we were young, aduts tried to prepare us to ive safey. They cautioned us over and over about the hazards we woud encounter. Look both ways before you cross the street. Never swim aone. Stay out of the medicine cabinet. These are some of the safety-reated itanies aduts repeated to us day in and day out. In schoo, our teachers aso gave us safety instructions. Today, we are sti earning about hazards. As we grew, our own experiences made the warnings we received by word of mouth even more vivid. We sipped in the bathtub, broke our toys, cut ourseves with knives, damaged our bicyces, and soon. We not ony encountered hazards, but experienced the resuts of faiing to heed warnings about hazards. 3-16

53 Since we obviousy cannot expect to experience everything in ife ourseves, we must earn from the experiences of others. We need to heed the essons earned by those who have gone before us. Safety precautions and operating instructions provide documentation of experiences that teach us cear essons. By heeding these precautions and instructions, we can prepare ourseves to ive successfuy and safey in our everyday environment. We can earn about mishap prevention from actua mishaps. Experience shows what went wrong and how often. It aso shows what has to be done to correct a potentia mishap probem. Safety rues and operation and maintenance procedures and practices refect essons earned from past mishaps. Environment, equipment design, or ack of finding or training increases the hazards of some conditions. For exampe, the best setting for a piece of equipment and its operator is a stabe patform. However, the shipboard environment cannot aways provide the idea setting. The environment of a nava ship is potentiay dangerous. Fue, ammunition, high temperatures, eectrica circuits, stee decks, sat water, adders, voids, and machinery create conditions that can catch the unwary. In the aviation community, high-performance aircraft make the hazards even greater. Everyone in the Navy must be aware of these hazards. Make sure you provide hazard awareness training. The hidden hazards are the ones that often cause mishaps. Routine tasks may u peope into a fase sense of security; they may then be tripped up by something that appeared irreevant or that they did not notice. A detaied review of the conditions that existed at the time of a mishap might revea hazards that woud have been obvious to the trained observer. Teach peope that they shoud not take risks when they suspect something is wrong or take shortcuts to avoid the inconvenience of safe practices. Make them reaize that a disabing injury or ost or damaged equipment is much more inconvenient in the ong run. Use forma and on-the-job training to deveop hazard awareness. Measure that awareness by the abiity of your peope to identify hazards. Athough you can teach peope to identify known hazards, you may have difficuty teaching them to recognize hidden hazards. Their ski eve, experience, attitude, and sense of responsibiity may affect their abiity to identify hidden hazards. You must be abe to recognize and evauate those areas that affect your peope s abiity to earn. You must be abe to teach others what you know and what you have earned through experience. As a resut of changing technoogy, the working environment constanty undergoes new deveopments and receives new equipment. Therefore, in spite of conscientious mishap prevention, you must aways watch for hazards in the work environment. Hazards may exist because of mistakes made by others or because of your own behavior. Athough hazard awareness training teaches peope to be more observant of hazardous conditions, it requires a certain amount of sef-awareness by the trainee. Education, training, and experience improve the trainee s awareness. SUMMARY In chapter 1 we reviewed safety training requirements. In chapter 2 we discussed safety attitudes and promoting a safety program. A of that information invoves hazard awareness. This chapter exposed you to some of the causes of mishaps and ways to prevent them. For further information and guidance, you may find the foowing references in Appendix I hepfu. Remember, take steps to prevent mishaps BEFORE they happen. 3-17

54

55 CHAPTER 4 MISHAP INVESTIGATION FUNDAMENTALS Mishaps seriousy degrade operationa readiness and waste tax doars. Mishap prevention depends on hazard identification, eimination, contro, and correction. We discussed these concepts in chapter 3. Despite a our best intentions to prevent mishaps, they sti occur. When that happens, we must thoroughy investigate the mishap to prevent its recurrence. We must review every possibe primary and contributing cause. From those causes we can earn and distribute essons and pan corrective actions. In this chapter, we wi discuss the foowing information: Mishap investigation responsibiities Words and definitions investigations Privieged information Testimonia immunity Pre-mishap pans Investigator training Investigation kits Investigative procedures associated with mishap MISHAP INVESTIGATIONS The purpose of a mishap investigation is to determine the primary and contributing causes of the mishap. From those causes we can then pan corrective action to prevent a recurrence of the mishap. To imit mishap osses, we must anayze the frequency of potentia mishaps and identify mishap causes. Aways investigate and report any mishap, near mishap, or situation that coud resut in a mishap; but conduct mishap investigations with care. You can use a number of investigative techniques to coect and examine evidence, take good witness statements, and determine the chain of events. Whether you are assisting a safety officer with a command or oca investigation or serving as a member of a mishap investigation board, the same techniques appy. You may be required to hep conduct a safety investigation of a mishap, persona injury, or fataity. OPNAVINSTS Q, B, C, and C contain the requirements for safety investigations. Afoat Mishap Investigation Handbook, NAVSAFECEN 5102/30, contains the procedures the investigator shoud foow for afoat mishaps. Certain mishaps are reportabe to the Nava Safety Center. Chapters 6, 7, and 8 discuss mishap reporting for shore, afoat, and aviation mishaps. Each community has its own reporting requirements. A mishaps, though, require investigation, whether or not they are reported outside the command. Investigation of mishaps is the responsibiity of a eves of supervision, from the first-ine supervisor to the commanding officer. Division officers, department heads, or representatives appointed by the commanding officer usuay investigate serious injury or major property damage mishaps. First- and second-ine supervisors investigate nondisabing injury or minor property damage mishaps. An investigation is best conducted by the owest eve of supervision invoved in the job or event that resuted in the mishap. For instance, if improper maintenance or operation of a pump causes a mishap, the immediate supervisor of the maintenance person or operator often provides the best investigation. You shoud investigate mishaps that occur under your supervision for severa reasons. You are cose to the jobs, working conditions, and your personne. You know the detais of jobs, procedures, hazards, environmenta conditions, and any unusua circumstances that might arise. You aso know the experience and persona characteristics of your personne. This knowedge provides you with a good background for conducting a thorough investigation. Conducting mishap investigations yoursef strengthens your sense of responsibiity for mishap prevention. Whie conducting mishap investigations, you wi earn about the hazards, causes, and mishap conditions that are ikey to recur. You must train new personne, check for unsafe conditions and practices, and remind personne about hazards. Since a supervisor has the greatest infuence on mishap reporting, you must take positive steps to ensure the prompt reporting of a mishaps. Teach subordinates, especiay new arrivas, to report a mishaps, incuding the near mishaps when ony chance prevented a mishap. Make sure personne understand that hazardous 4-1

56 conditions cannot be corrected uness they are reported. To fuy support these efforts, foow up on a reported mishaps with an investigation and corrective measures, MISHAP INVESTIGATION RESPONSIBILITIES The commanding officer ensures a mishaps are investigated, no matter how minor. Serious mishaps wi be investigated by the cognizant Echeon 2 command (ashore), a mishap investigation board (afoat), or a standing aviation mishap board (aircraft mishaps). The safety officer or manager, as principa assistant to the commanding officer, wi ensure a mishap investigation is conducted for ess serious mishaps. The actua informa investigation may be conducted by a safety petty officer, safety supervisor, division officer, or safety manager. The investigator s responsibiities incude answering the foowing questions: What? Where? When? How? and Why? Notice that you are not trying to find WHO caused the mishap. Your job is to make an objective inquiry to earn the circumstances and causes, not to pace the bame. Each mishap shows a faiure or defect in a person s actions, a piece of equipment, an environmenta condition, a procedure, or a combination of these items. You shoud thoroughy examine each situation to determine a causes, both primary and contributory. An important concept for you to understand is that mishaps and injuries are two separate occurrences. An injury is not the mishap; it is the resut of the mishap, The investigation of an injury or damage uncovers the cause of a mishap. WORDS AND DEFINITIONS ASSOCIATED WITH MISHAP INVESTIGATIONS Before continuing, et s define some of the terms with which you as an investigator need to be famiiar: Evidence Any parts, pieces, wreckage, ogs, statements, records, photographs, or other items that may provide insight into the mishap. Physica evidence consists of ony tangibe materias that were not staged or derived by the investigator. JAG Manua Investigation An officia ega search to uncover facts concerning a mishap. The JAG manua investigation is conducted separatey from the safety investigation and can resut in punitive or administrative action. Mishap Any unpanned or unexpected event causing personne injury, occupationa iness, death, or materia oss or damage. It aso coud be an exposion of any kind whether or not damage occurs. Mishap investigation A review of the events eading to, during, and foowing a mishap. The command invoved conducts the investigation using the procedures outined in OPNAVINSTS Q, B, C, or C. Mishap Investigation Board A formay appointed body assigned to investigate a serious mishap. Boards are appointed for shore, afoat, and aviation activity mishaps, depending upon the seriousness of the mishap. A mishap investigation board provides its findings in a Mishap Investigation Report (MIR) or a Shore Safety Investigation Report (SSIR). Near Mishap A hazardous or potentiay risky occurrence in which injury or damage was avoided merey by chance. Witness Statement An ora, written, recorded, or dictated account of what the witness to a mishap saw, heard, fet, or perceived. Witness statements taken for safety investigtations are never taken under oath. They can contain opinions, beiefs, and perceptions. Statements taken by an afoat or aviation mishap investigation board may become privieged information. If a shore mishap investigation board takes witness statements, the statements are covered under testimonia immunity. Additiona definitions are given in encosure (2) of OPNAVINST B, Afoat Mishap Investigation and Reporting. PRIVILEGED INFORMATION Privieged information is that information vountariy provided under a promise of confidentiaity or information that woud not have been discovered but for information vountariy provided under a promise of confidentiaity. The anayses of findings, concusions, and recommendations of the afoat and aviation mishap investigation boards and any endorsements made by the board are privieged information. Aso privieged are the cacuations and deductions the board used in making those anayses. A compete and comprehensive mishap investigation is an essentia too in identifying the cause of a mishap and thereby preventing recurrence. Traditionay, the ony source of mishap information is a Judge Advocate Genera (JAG) investigation. This investigation detemines accountabiity and cupabiity. 4-2

57 The Manua of the Judge Advocate Genera, JAG Instruction C, governs the JAG Manua investigation. In a JAG Manua investigation, however, the reuctance of witnesses to divuge information for fear of being punished might ead to the oss of vauabe safety information. The soe purpose of the safety investigation is mishap prevention, not the determination of accountabiity. That is why we invoke the concept of privieged information for afoat and aviation investigations. Individuas may be reuctant to revea information pertinent to a mishap because they beieve certain uses of the information coud be embarrassing or detrimenta to themseves, their feow service members, their command, their empoyer, or others. They may aso eect to withhod information by exercising their constitutiona right to avoid sef-incrimination. Individua members of the armed forces must be assured that they may confide in others for the mutua benefit of feow service members without incurring persona jeopardy in the process. Witnesses do not provide statements to mishap investigation boards under oath, and requiring them to do so is prohibited. Mishap investigators must advise witnesses, in writing, of the purpose for which they are providing a statement and of the imited use to be made of the statement. The witnesses statements are not imited to matters they coud testify about in court. They may be invited to express opinions and specuate on possibe causes of the mishap. Mishap investigation boards who beieve their deiberations, opinions, and recommendations coud be used for other than safety purposes might be reuctant to incude vita safety information in their reports. Likewise, endorsers of MIRs may be reuctant to incude vita safety information in their MIR endorsements (MIREs). Shoud the Department of the Navy (DON) use privieged information for any purpose other than safety, it woud ose the trust of its peope in future assurances of priviege. To protect privieged information against unauthorized discosure, the Navy must safeguard the entire reporting cyce. That cyce incudes assurances of confidentiaity given; privieged information obtained, deveoped, and reported; privieged information protected against misuse or pubic discosure; and trust in assurances of priviege and confidentiaity. If any segment of the cyce fais, we may ose vita safety information. Privieged information wi not be used as foows:. In making any determination affecting the interest of an individua invoved in a mishap or making a statement under assurances of confidentiaity As evidence, or to obtain evidence, in determining misconduct or ine-of-duty status As evidence, or to obtain evidence, to determine the responsibiity of personne from the standpoint of discipine As evidence, or to obtain evidence, to assert affirmative caims on behaf of the government As evidence, or to obtain evidence, to determine the iabiity of the government for property damage caused by a mishap As evidence, or to obtain evidence, before administrative bodies, such as officer evauation boards (USN) or fied performance boards (USMC) As evidence, or to obtain evidence, in any other administrative or judicia proceeding(s) to determine misconduct or ine-of-duty status, or governmenta iabiity Not a evidence coected by a mishap investigation board is privieged. Logs, most photographs, physica evidence, and copies of instructions are commony avaiabe to anyone with no promises of restricted use. The source of physica evidence is privieged if divuged under the promise of confidentiaity. Other privieged items incude the foowing: Witness statements to an afoat or aviation mishap investigation board. Prepanned photographs staged or posed by the afoat or aviation mishap investigation board to iustrate a specific condition or situation. A captions or markings paced on photographs suggesting the mishap board s deiberative process are aso privieged. Photographs of human injuries/remains that are not staged are not privieged, but may be exempt from discosure under exemption b(6) of the Freedom of Information Act. Notes made on the board s deiberations, incuding persona notes made by board members. The concept of priviege has been successfuy used by the Navy aviation community and U.S. Air Force to gather vita mishap information. This concept was 4-3

58 appied to afoat units in OPNAVINST B, Afoat Mishap Investigation and Reporting. TESTIMONIAL IMMUNITY Federa aw requires the U.S. Navy to make avaiabe to other federa agencies copies of mishap investigations occurring ashore. Because of this potentia widespread distribution, we don t use the concept of priviege to gather information for shore mishaps. Instead, we use a simiar concept that promises the witnesses testimonia immunity. We grant testimonia immunity to gather information that might not ordinariy be vounteered. Athough ess encompassing than the concept of priviege used by the mishap investigation boards for afoat and aviation mishaps, testimonia immunity protects individuas from adverse action based soey on the information they provide. As we saw with afoat and aviation mishaps, a compete and comprehensive mishap investigation is an essentia too in identifying the cause of a mishap and thereby preventing recurrence. The primary source of shore mishap information in the past was a Judge Advocate Genera (JAG) investigation. However, the JAGMAN investigation can be used to determine accountabiity and cupabiity. The Manua of the Judge Advocate Genera, JAG Instruction C, governs the JAG Manua investigation. In a JAG Manua investigation, however, the reuctance of witnesses to divuge information for fear of being punished might ead to the oss of vauabe safety information. The purpose of the safety investigation is mishap prevention, not the determination of accountabiity. That is why we use the concept of testimonia immunity for shore mishap investigations. Individuas may be reuctant to revea information pertinent to a shore mishap because they beieve certain uses of the information coud be embarrassing or detrimenta to themseves, their feow service members, their command, their empoyer, or others. They may aso eect to withhod information by exercising their constitutiona right to avoid sefincrimination. We must assure members of the armed forces that they may confide in others for the mutua benefit of feow service members without incurring persona jeopardy in the process. Witnesses do not provide statements to shore mishap investigation boards under oath, and requiring them to do so is prohibited. Mishap investigators must advise witnesses, in writing, of the purpose for which they are providing a statement and of the imited use to be made of the statement (fig. 4-1). The witnesses statements are not imited to matters they coud testify about in court. They may be invited to express opinions and specuate on possibe causes of the mishap. The Department of the Navy wi not use information gathered under the concept of testimonia immunity as foows: s In mating any determination affecting the interest of an individua providing the information As evidence, or to obtain evidence, in determining misconduct or the ine-of-duty status of an individua providing the information As evidence, or to obtain evidence, to discipine the individua providing the information As evidence, or to obtain evidence, to assert affirmative caims on behaf of the government against an individua providing the information As evidence, or to obtain evidence, before administrative bodies, such as officer evauation boards (USN) or fied performance boards, (USMC) pertaining to the individua providing the information As evidence, or to obtain evidence, in any other administrative or judicia proceeding affecting the individua providing the information PRE-MISHAP PLANS No one pans to have a mishap, but your effectiveness in conducting an investigation may depend on prepanning in case a mishap happens. Aviation squadrons have pre-mishap pans. These pans te who to ca and what actions to take when you are first notified of a mishap. Neary every airport and arge community has dris and pans to combat disasters. Pre-mishap pans are highy recommended for every ship and occupationa safety and heath (OSH) office. Pre-mishap pans can range from one page to voumes. They may consist of checkists for each type of mishap. They must provide cear, concise instructions on what to do and when to do it. They shoud provide for c saving and maintaining an aarm system or method, saving ives, protecting ives and property from more oss, and 4-4

59 Figure 4-1. Advice to witnesses form. 4-5

60 assuring a timey investigation. Worn adder treads The pre-mishap pan shoud aso provide for protecting the mishap scene as much as possibe. For exampe, if a ship spis a hazardous substance into the harbor, what oca agency or office do personne from the ship report that spi to? Is there assistance avaiabe from a shore command? Can the oca medica cinic accept personne contaminated with a chemica? A of these questions can be answered with a pre-mishap pan. Vita evidence can be ost if steps are not taken quicky to secure the area. If feasibe, the pan shoud incude phone numbers and points of contact for each type of emergency. Pre-mishap pans are usuay part of the Command Duty or Staff Duty Officer s Notebook. INVESTIGATOR TRAINING Whether a safety petty officer (SPO) or an experienced safety manager, mishap investigators need some training to ensure they can conduct a usefu investigation. Aviation safety officers receive extensive forma training in aircraft mishap investigation techniques. The Afoat Safety Officer Course currenty devotes 3 days to mishap investigation and training. The Nava Safety Schoo provides a mishap investigation course for shore activities. Most investigator training is done in house or on board by a trained safety manager or safety officer. Good training is the key to a good investigation; a good investigation is the key to preventing mishaps. The foowing exampe demonstrates the importance of a good investigation: No nonskid at either end of the adder Dirty adder treads and greasy hand rais A burned out ight at the top of the adder Missing pins from the bottom handrai attachment The routine practice of requiring personne who used that adder to work unti chow was neary over resuted in personne hurrying to the mess decks A thorough investigation of the first mishap may have prevented the fataity. The training of that investigator may have saved a ife. INVESTIGATION KITS In the movies we see civiian investigators with their cameras, fingerprint kits, and magnifying gasses. Athough you may not investigate enough mishaps to justify having a professiona kit, you may find the foowing equipment usefu during evidence coection and mishap scene evauation. Most of the equipment is common and wi be avaiabe on board ship or at your activity. Bank abes or tags A camera with fash (back and white/coor fim) China marking pencis (red and back) A Seaman fe down a adder and broke his anke. He ost more than 5 work days, so his divisiona safety petty officer (SPO) had to do an investigation and prepare a report. The SPO taked to one person who saw the SN fa. That person said the SN was hurrying to get to chow and sipped on the midde step. The SPO isted the cause of the mishap as inattention and rushing. The resuting mishap report was three sentences ong. The next week another saior fe down that same adder and died. What is wrong with this story? Perhaps the SPO was not trained in conducting a mishap investigation. Perhaps the SPO didn t reaize the importance of the mishap investigator s job. When a forma mishap investigation board investigated the second mishap, it found the foowing evidence: Mania enveopes Fet-tip markers (red and back) A two-ce, exposion-proof fashight (with spare batteries) Graph paper A hacksaw (frame and bades) A 2 1/4-inch adjustabe inspection mirror A notebook Pastic enveopes or sma pastic bags with scaabe openings Piers (reguar, neede nose, and wire cutters) A pocket knife Poyethyene rope (yeow) 4-6

61 A magnetic retrieving too A 12-inch wooden ruer A screwdriver (fat and Phiips head) Stee measuring tapes (12-foot and 100-foot) A video camera (optiona) A votage tester Adjustabe wrenches (6-inch and 8-inch) A yeow umber crayon Investigating a mishap scene coud expose you to heath hazards such as soot, sharp meta, toxic chemicas, or asbestos fibers in torn agging. In such cases, you need to wear at east the foowing protective equipment: Disposabe coveras Protective goves. Adequate respiratory protection. Safety gasses and gogges. Safety shoes If a respirator is necessary, your respiratory protection officer or shore Respiratory Protection Program manager can hep you get fit-tested and ensure you receive the required medica screening. INVESTIGATIVE PROCEDURES A mishap has occurred! The worst that coud happen has happened! What are your priorities? There is no question about the first priority at a mishap site save ives and prevent more injury and property oss. Aboard ship, damage contro takes priority over preserving the scene of the mishap for investigators. Begin your investigation as soon as possibe after the mishap. The sooner you begin, the better your investigation wi be. Witnesses wi be present. You can gather more accurate facts because the damage and materias invoved wi be in the same reative position as when the mishap occurred. The mishap investigator is sedom the first to arrive at the scene of a mishap. An activity with a pre-mishap pan wi have a supervisor on the scene who knows how to protect the site, detain witnesses, and provide observations. Protecting and preserving the mishap site is important. However, it may be necessary to disturb the scene for damage contro purposes. Your first overa observation and anaysis on arriva at the scene is critica. Sow your approach to the scene so that you can observe the overa big picture. Start your investigation the minute you arrive, but don t hinder damage contro or first-aid efforts. Don t become part of the mishap! Once peope have camed down, victims have been removed, and the area is safe, your priorities are as foows: Preserve the evidence. Protect the mishap site. Secure the evidence You wi have itte time to pan your investigation. Aways be ready to begin coecting facts and evauating the situation with itte prior notification. Preserving Evidence Mishaps gather crowds! Peope forget their work and begin running in a directions as they rush in for a ook. Too often, many more peope arrive on the scene than need to be there. Preserving evidence and controing activities under these conditions is amost hopeess. Evidence gets washed away, tramped on, thrown over the side, picked up as a souvenir, or scooped up in initia cean-up efforts. When a mishap occurs, especiay aboard ship, everyone s first thought is to get the site back to norma. That must be discouraged if it doesn t impact on operationa readiness. Anything that can be eft in pace shoud not be touched. As a safety supervisor, you may be a key payer in preserving evidence unti a mishap investigation board arrives. Take the foowing steps (which shoud be incuded in your pre-mishap pan) to preserve evidence: Cord off or secure the mishap scene. Post a guard if you must! Get a photographer on the scene as soon as possibe to take photographs takes ots of photos of everything. Use a video camera, if avaiabe, as we. Cover the scene with a tarp if the scene is outdoors or if the scene may be disturbing to passersby. Prevent witnesses from eaving the area. Keep them from conversing with each other, if possibe. Get their names and a phone number 4-7

62 where you can reach them, If time aows, have them start writing down what they saw. Ensure the medica department representative or emergency medica technician preserves any transitory evidence, such as bood sampes, for drug and acoho tests (if warranted and authorized). Minimize moving or disturbing any physica evidence. Other investigators may be using this same evidence, so protect it as a courtesy to a who may need that evidence. Before any evidence is moved, photograph it from severa anges. If you don t have a camera, make a quick sketch or diagram. Coecting Evidence You may have seen investigators on teevision in surgica goves pacing itte bits of debris in pastic bags. They hande such evidence gingery to prevent damage to it. You may want to coect parts, pieces, debris, and other items from the site to prevent their oss and to examine ater. Carefuy wrap them in protective materia or pace them in pastic bags, enveopes, or sma gass or pastic containers. Accuratey abe each item with the foowing types of information: Who gathered the item (You may want to question the person ater about the position or ocation in which it was found.) The identification of the item, if known The time and date it was gathered The ocation of the item when removed When abeing evidence, make sure you do not put any information on the abe that might be privieged. In other words, do not indicate the source eading to your finding the item or any deiberative comments. You must share physica evidence with other investigators, since it, in itsef, is not privieged. You may aso coect records such as ogs, operating procedures, or time cards as evidence. Even though you review the origina record, make a copy of it to retain as evidence. Mark on the back who made the copy and when. A copy of a og made a week after the mishap may have given someone the chance to rewrite or correct it. Check for erasures and added ines. PHOTOGRAPHING. Photographs are perhaps the most vauabe piece of evidence you wi have besides an eye witness. You can t just go in to a mishap scene and start shooting photographs at random! You or your photographer needs to pan your shots to make the best use of imited time and sti not miss critica information. Some safety officers and safety managers keep a disposabe 35-mm camera or sef-deveoping camera readiy avaiabe. If they arrive eary at the scene, having a camera on hand may be vita. If you intend to use the base or ship s photographer, arrange ahead of time for a review of investigation and photographic techniques with the photographer. Sef-deveoping photographs are acceptabe but ack fine detai and are difficut to enarge. Back and white photographs are not as hepfu as coor photos, but some ships and aboratories can ony deveop back and white fim. Using coor fim may deay deveoping services. If you are using base or commercia photo aboratory services, coor deveoping may be avaiabe and faster. Coor, 35-mm, 400-speed fim used with a high-speed fash wi do a good job. Otherwise, make do with what is avaiabe. Coor photography is especiay hepfu in fire investigations. The coor of the smoke and fames can provide vauabe information on what is burning and how hot the fire may be. A yeowish to white fame indicates a hot fame of about 1500 degrees Cesius, whie a reddish coor indicates a cooer fame of about 500 degrees Cesius. Red or running fames on water indicate the burning of petroeum products. Heavy back smoke usuay means a burning petroeum product or burning rubber or paint. Light white smoke occurs from the burning of combustibes such as wood or paper. An aura of briiance around the base of the smoke indicates burning meta. Take care to avoid underexposure when taking photos of fire scenes after the fire is out. Charred and sooty materia may absorb the ight from your fash. Be sensitive to photographs that show bodies or body parts, especiay if the victim can be identified. If the mishap was controversia or has high pubic interest, be carefu about using commercia photo deveoping services. We don t want to tempt a technician to send one of your photos to the oca newspaper. If you use Navy deveoping services, ask for the negatives, proof sheets, and a prints. Get proof sheets and decide which photos you want printed. You shoud overshoot but underprint take dupicate photos with 4-8

63 Figure 4-2. Investigation photograph with ruer to show scae. different ight, exposures, or ange; but ony print the good shots. Photographs are physica evidence. They can be shared among investigators. The ony exception is if the mishap investigation board deiberatey stages a photograph. Based on its deiberations, the board may want a photograph staged to prove or disprove a point. For exampe, the board may decide that a worker was eectrocuted by touching a ight switch over a meta sink. To prove that coud have happened, the board may have a worker of the same height stand in the same spot to try to reenact touching the switch. Staging the photograph to show that the victim coud reach the switch makes that photograph and its negative privieged information. Aso, if a mishap board member writes or draws something on a photograph based on board deiberations, the photograph then becomes privieged. The negative to that photograph, without the writing, is not privieged. When taking photographs for your investigation, keep the foowing tips in mind: Take a few shots whie approaching the mishap. Foow the path of trave of the victim. Photograph anything that may get moved or coected. If you get there whie the mishap is in progress, take photos of the onookers and emergency response personne. That may provide identification of witnesses to the mishap and where they were standing. Get photos from a sides, if possibe. Photograph the debris so that you can see detais get cose but keep some background in the photo to show a reationship with other evidence. Show a scae of the item by photographing a person, a hand, a ruer, or a cipboard next to the item (fig. 4-2). 4-9

64 Figure 4-3. Sketch of mishap scene. Use a pen or penci to draw arrows to parts of the photograph you wish to draw attention to. Take wide-ange shots as we as cose-ups. Identify your photo by incuding a photo og, sate, or card in the photo with a code or number or some other method of identification. Labe each photo according to your og or record, teing when it was taken, who took it, under what conditions it was taken, where it was taken from, and what it shows. Otherwise, you may end up with a photo of a jumbe of wires and twisted meta with no cue as to what the photo is of. It is embarrassing to eaf through a stack of photographs and not even know which ange is up! VIDEOTAPING. Videotaping is a vauabe method of recording a mishap scene, but it is not a substitute for sti photography. A video tape shows responders in action and shows movement and coor; but it cannot be studied as we as a photo. Recording a reenactment of the chain of events eading to a mishap can serve as a vauabe suppement to sti photography. A videotape made by an afoat or aviation mishap investigation board to reenact a mishap is privieged, since the tape refects the board s deiberations. Other video tapes made by reporters, passersby, or a singe investigator are not privieged since they are physica evidence. SKETCHING, DIAGRAMING, AND CHAR- TING. A sketch is a drawing made at a mishap site. It is usuay a rough, styized drawing that can be smoothed up ater into a more accurate diagram. Charts are usuay tabes of information, measurements, or statistics used to carify certain points. You may aso have charts of speeds, instrument readings, and temperatures. The same rues that appy to the abeing of photographs appy to the abeing of sketches and diagrams (fig. 4-3). Carefuy abe sketches and diagrams as you woud a photograph. The advantage that a diagram has over a photograph is that it is ess cuttered. A diagram can show movement with arrows, anges, positions of peope and parts, and key distances. Drawn cosey to scae, it can emphasize certain aspects of a photograph to carify a point. Sketches may be the ony evidence you have from a mishap scene if photographs were not avaiabe before evidence was moved. With a sketch or diagram, you can add information ike temperatures, air fow, pots of noise, and ighting. 4-10

65 Use grid or graph paper, if avaiabe, to hep draw to scae. Mark sketches or diagrams aboard ships showing forward and aft, port and starboard, compartment number, or frame number. Ashore, mark magnetic north or pace north in the upper eft corner. Use key andmarks or features to orient your drawing. Mark key points, distances, and movement on a spare navigation chart or map. Remember to be as accurate as possibe. Some items to record and measure incude the foowing: c Location of injured and dead personne 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 simiar indications of movement Defects or irreguarities Accumuations of stains or fuids Spied or contaminated substances Areas of debris Sources of possibe distractions or adverse environmenta conditions Safety devices and equipment Positions of peope and witnesses Possibe movement of peope, before, during, or after a mishap Look for things that are obviousy missing. A key part of a machine may not have been repaced during maintenance. Using Various Types of Witnesses We usuay think of witnesses as being peope who were at or near the mishap scene who can provide hepfu information. But witnesses need not be human. A witness can be anything or anyone who provides insight into a mishap. A witness may not have even been near the mishap but can provide information about events eading up to the mishap. Some mishap investigation courses identify four types of witnesses, known as the four P s : peope, parts, position, and paper. Peope. Peope can incude others besides eyewitnesses, participants, and victims. They can be your friends, supervisors, or anyone who can provide information about the mishap. They can aso be technica representatives for equipment or aircraft invoved in the mishap. Parts. Parts incude debris, wreckage, charred wood, faied machinery, support equipment, or stressed metas found at the mishap site. Position. Position incudes the mishap ocation, patterns of movement, where victims were found, and where the wreckage was found or was resting after the mishap. Paper. Paper, such as ogs, records, reports, drawings, and recordings, provides witnessing information. Athough we may not think of them as paper-type products, foppy disks aso fa into this category. A of these items testify about the mishap. But by far the most vauabe information about how the mishap occurred comes from the human witness. In a JAG Manua investigation or any other ega investigation, the investigator is interested in the truth. Witnesses must swear under oath that their testimony is true. The written testimony of witnesses, which can be used against them, must stand up in court. Witnesses are sometimes reuctant to fuy cooperate in ega investigations because they fear retribution. That inhibits investigators from getting a the pertinent information. A safety investigation cannot risk the withhoding of information! Therefore, witness testimony in a safety investigation is NEVER TAKEN UNDER OATH! The safety investigator and witness must share a free and open fow of truthfu information. Witnesses must be confident that what they say wi not be used against them in any discipinary or administrative proceeding. Witnesses must fee free to share rumors; their opinions, thoughts, or recommendations; or any other information about the mishap. They must understand that the ony purpose for the information is SAFETY and that investigators need to know everything about the mishap to prevent recurrence. Safety officers, safety petty officers, or safety supervisors who conduct an informa investigation may take ora testimony. Athough you may take notes, be carefu to avoid documenting any information that may be used to harm witnesses or their command. For a 4-11

66 command or oca investigation, assure witnesses that you wi not use the information against them, but et them know the report is reeasabe under the Freedom of Information Act (FOIA). In a command or oca investigation, information and evidence are not privieged. That is because junior supervisors may ack the abiity to propery protect that information from reease or misuse. Information becomes privieged ony when gathered through an afoat or aviation mishap investigation board. To avoid probems, avoid taking written statements for ocay conducted investigations. A mishap investigation board that writes a imited-use mishap report can promise that the information witnesses provide wi not be used against them. The board provides that promise in writing. An Advice to Witness form (fig. 4-1) is provided to a witnesses in an afoat mishap so that they understand just how their testimony wi be used by the board. Simiar forms are used in both aviation and afoat mishap investigations. These witness statements are privieged. Shore mishap investigation boards use a different form giving the witness testimonia immunity. Remember, a testimony is VOLUNTARY in a safety investigation. Witnesses can refuse to cooperate. You must expain your purpose and request their assistance. You cannot force a person to provide information. that infuences them to protect a friend or to try to hurt their supervisor. Witnesses may go out and te a their friends about the exciting mishap. Each time they te the story, it gets better. Without knowing it, the witnesses are embeishing the information. Try to keep witnesses apart by giving them separate tasks at different ocations. Put them to work drawing a sketch of the scene, isting participants, or writing down what they saw. Having a dozen saiors waiting together on the mess deck wi ensure homogenized testimony. An investigator must aso consider the personaity of the witness: Extrovert or braggart Timid or sef-conscious Suspicious Excitabe Intentionay miseading Traumatized Untruthfu SIGNS OF UNTRUTHFULNESS Hang-dog appearance Interviewing Witnesses Witnesses shoud be interviewed as soon as practica after the mishap to ensure the integrity of the information. Witnesses provide better information when the mishap is fresh in their minds. Waiting days, or even hours, to conduct an interview can be detrimenta. Witnesses are strongy infuenced by each other and the news media. Given time to tak among themseves and compare stories, witnesses may add to or change their story. Seeing the mishap on the news can infuence their own account. Witnesses can forget. They forget minor detais. If the witnesses didn t understand what they saw, they may use their imagination to fi in the banks; therefore, their story may change. Some witnesses are hostie, and, given time, may deveop a grudge. They may find out information Repeats the questions asked Inaudibe speech Defensive smie Nervous augh Unnatura emphasis on detais Excessive detai The interviewer determines witness reiabiity. Witnesses may not be intentionay miseading, but you must compare their information to that of other witnesses. For exampe, six saiors responded to a fire aboard ship. Three said they heard the word passed and then heard the genera quarters aarm. The fourth did not hear the word passed at a. The other two heard the word passed after the aarm. The interviewer must determine the credibiity of each witness, compare testimony, and then decide which account was more accurate. The first 4-12

67 three may have compared stories. The fourth may have been too far from a 1MC speaker. Interviewers who have the foowing types of personaities can aso infuence a witness:. Commanding-type-overbearing. Proud, overconfident ( COLUMBO compex ) Overy eager. Timid, insecure, insincere. Prejudiced. Manipuative The interviewer s body anguage can intimidate witnesses or set them at ease. When interviewing, sit on the same eve as the witness, not above. Offer the witness a soft drink or cup of coffee. Use a quiet pace, such as an office or stateroom, to conduct the interview, not a crowded unchroom. If a mae is interviewing a femae (or vice versa), the interviewer shoud ensure the door remains open and the pace is not secuded. Make sure you are not interrupted during the interview. Interview one-on-one avoid ganging up on a witness with two or three investigators. INTERVIEW-DO NOT INTERROGATE! Be sincere and friendy to your witnesses. Provide a phone number where you can be reached if they wish to add something they forgot to their testimony. Expain the purpose of your investigation. Do not argue with your witnesses. Before your interviews, you shoud prepan a few common questions. Asking each witness a few simiar questions can hep determine if the witness s account is beievabe. Write down pertinent questions about which a particuar witness may have information. Have a basic understanding of the equipment, materia, and procedures surrounding the mishap. If you are not famiiar with how a band saw works, you may not be abe to ask pertinent questions about how the victim used the saw. Ask neutra questions. Ask questions that require expanations, not just a yes or no answer. Listen, and permit sient periods. Do not rush your witness. Keep the interview on track. Soicit a witness s assistance and recommendations to prevent recurrence of the mishap. Aways start with the same question: WHAT FIRST ATTRACTED YOUR ATTENTION TO THE MIHSHAP? You may want to use a visua orientation to jog the witness s memory. If not too traumatic, take the witness to the mishap scene. Let the witness expain what happened, who was standing where, and what his or her actions were. First refresh the witness s memory at the scene; then conduct the interview. Be sensitive to your witness. A witness who saw a friend injured or kied may be too upset to provide much testimony. If you want to interview a victim in the hospita, check with the physician first to see if an interview woud harm the victim. Go to the hospita sometime other than reguar visiting hours. Reatives of the victim may be hostie, press for information, or upset the victim. Reatives may try to bame you or your command for hurting their oved one. In an informa interview you isten to the witness and take notes. Athough a witness may draw a scene or write down a sequence of events, a oca or command mishap investigation does not use Advice to Witnesses forms or take written statements. A mishap investigation board does use the Advice to Witnesses form and can ask for a written statement. A witness who is reuctant to write a statement may record or dictate the statement. Review dictated statements with the witness. Have a recorded statement transcribed; then review it with the witness. Let witnesses know that you may ca them in ater to reinterview them or ask them more questions. Encourage witnesses to add to their testimony ater, as we. An interview has four phases: First phase Free narrative Second phase Repeat the story Third phase Review the information Fourth phase Cear up inconsistencies Once you have interviewed and reinterviewed your witnesses, then you must anayze their information. 4-13

68 Tabe 4-1. Witness Information Chart Sometimes deveoping a chart of your witness and your best guess. Some investigators write the information (tabe 4-1) is hepfu. sequence of events on sma pieces of paper and arrange them into different sequences unti a possibe chain of events appears. Determining the Sequence of Events Your chain of events can start days or weeks before the mishap even occurred. Look as far back as needed Now that you have your sketches, evidence, photographs, video tapes, and witness statements, you to find a cause that coud prevent recurrence. can determine your sequence of events. That is the most Maintenance done on an aircraft 6 weeks ago coud be difficut part of investigating a mishap, especiay a a contributing cause to an aircraft crash. Disconnecting compex mishap. You must take a the events surrounding the mishap and put the jigsaw puzze together. a backup warning be on a forkift ast year may have contributed to a worker s being run over ast week. A of these may be part of your sequence of events. In some mishaps you have ogs and records that aid you in pinning down times and peope. Start with the times you do have; then fi in the banks with testimony Your sequence of events may aso be extremey short. A weding spark touching off a pyrotechnic device that detonates other ammunition that bows out 4-14

69 the wa of a buiding may happen in a matter of seconds. The sequence of events is the investigator s best estimate of what coud have happened. Reconstructing the Mishap Sometimes you wi find that reconstructing the mishap wi hep you get a cear picture of how the mishap occurred. Using your best guess of the sequence of events, wak through the mishap. Have those who take part in recreating the mishap proceed up to the point of the mishap. Use origina payers if they are not too upset to revisit the scene. Go through the events sowy; then stop and discuss the events. Be carefu not to repeat the unsafe act. You don t need to have another mishap on your hands! Beyond the point of the mishap, tak about the action taken and wak through it again. Try other possibiities to see if they coud have been contributing causes. Videotape the reconstruction and view the tape. Many times you wi discover the cause of the mishap through the reconstruction. Checking Precedence During your investigations you shoud aso check to see if this same type of mishap has happened before. Based on the precept that there are no new causes, a previous mishap coud provide cues to this mishap. The Nava Safety Center, systems commands, and type commanders have information on previous mishaps, near-mishaps, and systems/equipment probems that may provide insight. Reviewing this type of information aso aids in formuating corrective actions. Determining Crimina Evidence A mishap is an unpanned event. A crimina act is an intentiona or panned event. A deiberate act is not a mishap. The crimina act may not be readiy obvious unti the mishap investigation is started. Arson, for exampe, may not be determined unti most of the mishap investigation is competed. When doing an investigation, if you find crimina evidence, stop the investigation and inform your chain of command. A mishap investigation board that finds a possibe crimina act wi stop its investigation, and the senior member wi inform the chain of command. Nonprivieged physica evidence can be turned over to crimina investigators. The sources of the evidence and privieged information are never reveaed or turned over. If directed, a mishap investigation may continue, depending on the mishap. For exampe, if an arson fire occurred, but investigators found severa hydrants out of commission and severa hoses missing, a mishap investigation might ook into those probems. Anayzing Mishaps A variety of anaytica techniques are used in mishap investigations. Some are simpe, whie others derived from civiian investigators are quite sophisticated. In this section we wi define and discuss a few of the more common anaytica techniques used by DOD personne. An anaysis of a mishap invoves many methods and techniques of arranging facts. The facts can be used for the foowing purposes: To hep determine what additiona information is needed. To estabish consistency, vaidity, and ogic. To estabish sufficient and necessary causes. To hep guide and support judgments and opinions Some methods of anaysis are used both to prevent mishaps and investigate them. Systems safety and faiure mode anaysis are detaied methods used when investigating systems invoving compex, interreated components. The Navy may use these methods for aircraft and weapons systems investigations. Some of the resuts of these anayses can aso be used to predict mishaps or the possibiities that certain mishaps wi occur. The foowing techniques are used by some Navy mishap investigators, depending on their training and the extent of the investigation. Training is avaiabe in the techniques through the Nava Safety Schoo and oca coeges and universities. FAULT TREE ANALYSIS. The Navy uses faut tree anaysis to determine if a particuar system, component, or equipment requires panned maintenance. It asks questions such as, If maintenance is not done, wi the system fai? If the system fais, what is the resut? Wi personne get injured? Wi operationa readiness be damaged? The faut tree is a 4-15

70 Figure 4-4. Sampe faut tree diagram. symboic diagram on paper showing what if probems (fig. 4-4). It aso branches off into other components affected by the faiure. Anayzing mishap investigation information works backwards from the fina faiure to the origina component. It shows the cause-and-effect reationship of systems. CHANGE ANALYSIS. Change signas troube. A change in the steering of the ship or a change in the sound of an engine may signa troube. Departures from the norm may be an eement in the chain of events eading to a mishap. Changes interact with subsequent changes. A change in a Maintenance Requirement Card (MRC) coud cause a change in frequency of the maintenance. The change in frequency coud change the adequacy of the maintenance. The change in adequacy of maintenance coud change the reiabiity of the equipment. The change in reiabiity coud ead to a mishap. Anayzing the changes that affected a system or procedure may provide mishap causes. In a change anaysis, we compare a mishap situation with a simiar but mishap-free situation. We determine the differences 4-16

71 and anayze them. These differences may be the cause factors. MANAGEMENT OVERSIGHT AND RISK TREE. The management oversight and risk tree (MORT) technique uses a ogic tree format as a guide to seeking facts in mishap investigations. It invoves a ong series of interreated questions and the use of diagrams, symbos, and charts. It is simiar to a faut tree but adds in more supervisory and human factors. Once competed, it provides a visibe trai of facts and investigative steps. MORT is based on the concept that a accidenta osses arise from two sources: (1) specific job oversights and omissions, and (2) the management system factors that contro the job. Within the MORT system, a mishap means an unwanted transfer of energy that produces injury, damage, and oss. Mishaps are prevented by using energy barriers or contros. For exampe, the energy of a piece of broken grinding whee causes the oss of an eye. The appropriate energy barrier woud have been a guard on the grinder or eye protection on the worker. TECHNIQUE OF OPERATIONS REVIEW. The technique of operations review (TOR) method is used in mishap prevention and as an investigative too. It is directed more at management than at hardware. TOR is a step-by-step process whose goa is the efficient operation of a system. Anayzing the operation using TOR after a mishap defines weaknesses in the operation. TOR usuay uses a group discussion method of defining a possibe and probabe causes and then tracing the events. As causes are accepted or rejected, the primary cause eventuay becomes cear. TOR does not propose soutions but does expose probems. SUMMARY In this chapter you have been given some mishap investigation fundamentas concerning investigative techniques, coection of evidence, interviewing witnesses, and anayzing information. These procedures can be appied to any type of investigation, whether ashore, afoat, or invoving aviation. The resuts of these investigations provide you with the information to compete mishap reports. Chapters 6, 7, and 8 dea with their respective areas of mishap reporting. 4-17

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73 CHAPTER 5 NAVY OCCUPATIONAL SAFETY AND HEALTH PROGRAM FUNDAMENTALS In chapter 1, we gave you background information on the Navy Occupationa Safety and Heath (NAVOSH) Program. In this chapter, we wi discuss the foowing areas of the NAVOSH Program: NAVOSH Program background NAVOSH Program eements Scope of NAVOSH Program Industria hygiene surveys Industria hygiene terminoogy Heat Stress Contro and Prevention Program Hearing Conservation Program Hazardous Materia/Hazardous Waste Program Sight Conservation Program Asbestos Contro Program Lead Contro Program Radiation Protection Program Respiratory Protection Program Persona Protective Equipment (PPE) and Cothing Program Eectrica Safety Program Tag-Out/Lock-Out Program Gas Free Engineering Program Medica Surveiance Program Genera safety precautions The off-duty safety program eements, such as home, traffic, athetic, and recreation safety, are aso part of the NAVOSH Program. Chapters 10 and 11 discuss those eements. NAVOSH PROGRAM BACKGROUND Federa aw requires the Department of Defense (DOD) and Secretary of the Navy (SECNAV) (as discussed in chapter 1) to estabish occupationa safety and heath programs. The Chief of Nava Operations (CNO) has estabished the NAVOSH Program in response to this requirement. In 1983, the first NAVOSH Program Manua, OPNAVINST C, was written, defining the Navy s occupationa safety and heath standards. Since program requirements differed significanty for miitary equipment, a separate NAVOSH manua was drafted for forces afoat. OPNAVINST B, a revision of the Safety Precautions for Forces Afoat, was issued in Numerous changes have been made to these manuas to make them compy with revisions to Occupationa Safety and Heath Administration (OSHA) standards. NAVOSH PROGRAM ELEMENTS The NAVOSH Program addresses the maintenance of safe and heathfu conditions in the workpace or the occupationa environment. It appies to a Navy civiian and miitary personne and operations, ashore or afoat. The principe eements of the NAVOSH Program, in no particuar order of importance, are as foows: Training Program evauation Safety standards and reguations Mishap investigation and reporting Hazard contro and deficiency abatement Inspections, surveys, and medica surveiance A successfu NAVOSH Program is one that reduces work-reated injuries and inesses. That resuts when every eve of the organization emphasizes the program. SECNAV has overa responsibiity for the NAVOSH Program. CNO administers the program through the chain of command. These six program eements are appied through two basic components of the NAVOSH Program: the Occupationa Heath Program and the Occupationa Safety Program. 5-1

74 OCCUPATIONAL HEALTH PROGRAMS Tag-out Occupationa heath deas with preserving the heath of workers on the job. Unike safety, in which the resuts of a mishap are quicky cear (such as a fa down a adder), many occupationa inesses and diseases aren t instanty apparent. They may not show up unti years after workers have been exposed to a hazard. Since the effects may be sow to appear, the hazards may not be readiy obvious. One good exampe is hearing oss. Hearing oss normay takes pace graduay as a resut of years of noise exposure. The Navy is concerned with occupationa heath issues as we as safety. They both can affect our saiors quaity of ife. They can cause ost work time and cost miions of doars in worker compensation. Occupationa heath programs incude the foowing: Heat stress contro Lead safety Sight conservation Hearing conservation Respiratory protection Asbestos contro Nonionizing radiation and aser safety Persona protective equipment (PPE) Hazardous materia contro and management We wi provide in-depth coverage of the preceding programs in this and the foowing chapters. For additiona information, consut the Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C, or the NAVOSH Program Manua for Forces Afoat, OPNAVINST B. OCCUPATIONAL SAFETY PROGRAMS Occupationa safety concerns the prevention of mishaps and injuries that may occur on the job. Most safety mishaps resut in immediate injuries and materia damage that affect mission readiness. Anytime a saior oses a day of work because of a mishap, the command oses a vauabe resource and part of the team. The occupationa safety components of the NAVOSH Program incude the foowing:. Deck safety Eectrica safety Gas free engineering Machinery and workshop safety Weapons safety (genera safety precautions) Diving operations (genera safety precautions) Shipboard aircraft safety (genera safety precautions) Hazardous materia handing, storage, and disposa Marine sanitation devices (MSD) and coection, hoding, and transfer (CHT) safety Often, these occupationa safety and occupationa heath programs overap. Ony by taking a NAVOSH Program aspects, incuding on-duty and off-duty safety, into account can we cover the entire spectrum of today s Navy. SCOPE OF THE NAVOSH PROGRAM The NAVOSH Program appies to both civiian and miitary workers. OPNAVINST C, the NAVOSH Program Manua, does not address a safety and heath standards for civiian and miitary workers assigned ashore. In those cases, shore personne must foow OSHA standards or other appicabe criteria. For exampe, since the NAVOSH Program Manua does not contain eectrica safety standards, it refers readers to 29 CFR 1910, Genera Indsutry Standards. OPNAVINST B, Navy Occupationa Safety and Heath Program Manua for Forces Afoat, appies to a DOD civiian and miitary personne assigned to or embarked on nava vesses. This pubication defines safety standards for ships, submarines, and sma craft. Voumes II and III of OPNAVINST B provide surface ship and submarine safety standards. INDUSTRIAL HYGIENE The shore and afoat NAVOSH manuas refer personne to industria hygiene officers or industria hygienists for assistance. Industria hygiene is the science of protecting workers heath through the contro of the work enivironment. Historicay, the heath of workers was of itte concern before 1900, even though diseases were 5-2

75 attributed to certain occupations since the fourth century B.C. The occupationa heath effects of mining toxic metas, such as ead and mercury, were studied and we documented in Then in the eary 20th century, the U.S. Pubic Heath Service and U.S. Bureau of Mines conducted the first detaied federa studies on worker heath. This concern for worker heath and safety progressed sowy unti 1970, when Congress passed the Occupationa Safety and Heath Act (OSHA). Industria hygiene, as a profession, has been around for severa hundred years, but didn t become a speciaty within the Navy unti the 1940s. Industria hygiene is both a science and an art; it concerns the tota ream of contro of the work environment. This ream of contro incudes recognition and detaied evauation of workpace environmenta factors that may cause iness, ack of we being, or discomfort among workers. Using this information, the industria hygienist formuates recommendations to aeviate safety and heath probems. When speaking of the work environment, we incude the foowing factors: Lighting Ventiation Air contaminants Faciity design Physica stressors (heat, humidity, vibration, noise, radiation) Safety hazards (fying chips, turning shafts, saw bades) INDUSTRIAL HYGIENE SURVEYS An industria hygiene survey invoves inspecting every workpace at the faciity or ship, from the overhead to the deck. Inspectors observe work processes and document a potentia hazards. To quantify these hazards, inspectors take readings with meters and other types of equipment. They aso coect air sampes for aboratory anaysis (fig. 5-1). They measure noise with a sound eve meter. They use sma air pumps to coect dust, vapors, or gases to determine exact exposure eves. These exposure eves hep determine the hazard to workers and what contros are required. Contros are then taiored to the faciity or workpace to eiminate or essen the hazard. These contros generay fa into three categories:. Engineering contros (design) and substitution. Administrative contros (e.g., stay times). Use of persona protective equipment (PPE) An industria hygiene officer, civiian industria hygienist, or industria hygiene technician conducts the survey. Medica cinics, environmenta and preventive medicine units, destroyer tenders, and submarine tenders provide industria hygiene support. INDUSTRIAL HYGIENE TERMINOLOGY The foowing are some of the units and terms you wi see on workpace monitoring and industria hygiene survey reports: Action eve Uness otherwise specified in a NAVOSH standard, one-haf the reevant permissibe exposure eve (PEL) or threshod imit vaue (TLV). Ceiing imit (C) The maximum hazard exposure concentration eve, expressed as TLV(C), at which a person may work. Concentration The quantity of a substance per unit voume (in appropriate units). The foowing are exampes of concentration units: mg/m 3 miigrams per cubic meter for vapors, gases, fumes, or dusts. ppm parts per miion for vapors or gases. fibers/cc fibers per cubic centimeter for asbestos. Decibe (db) A unit used to express sound pressure eves; specificay, 20 times the ogarithm of the ratio of the measured sound pressure to a reference quantity of 20 micropascas ( microbars). In hearing testing, the unit used to express hearing threshod eves as referred to audiometric zero. Permissibe exposure imit (PEL) The egay estabished time-weighted average (TWA) concentration or ceiing concentration of a contaminant or the exposure eve of a hamfu physica agent that must not be exceeded. Short-term exposure eve (STEL) The concentration to which workers can be exposed continuousy for a short time without suffering from (1) irritation, (2) chronic or irreversibe tissue damage, or (3) narcosis. 5-3

76 Figure 5-1. Industria hygiene officer conducting a survey. 5-4

77 Time-weighted average (TWA) The average concentration of a contaminant in air during a specific period, usuay an 8-hour workday or a 40-hour workweek. Threshod imit vaue (TLV) An atmospheric exposure eve under which neary a workers can work without harmfu effects. TLVs are estabished by the American Conference of Governmenta Industria Hygienists (ACGIH). NAVOSH PROGRAMS THAT ADDRESS SPECIFIC HAZARDS We wi now discuss the administration of various NAVOSH programs that address specific hazards. These hazards incude hearing conservation, sight conservation, respiratory protection, heat stress, eectrica safety (tag-out program), and persona protective equipment. In addition, we wi cover hazardous materia contro and management, asbestos contro, gas free engineering, and ead contro. OPNAVINST C, chapters 7 through 27, and OPNAVINST B, voume I, part B, chapters B1 through B12, discuss these subjects in detai. The basic criteria are simiar, whether appied ashore or afoat. Refer to the appropriate NAVOSH manua for program detais. HEAT STRESS CONTROL AND PREVENTION PROGRAM We define heat stress as any combination of work, air fow, humidity, air temperature, therma radiation, or interna body condition that strains the body. Heat stress becomes excessive when the strain to reguate its temperature exceeds the body s capabiity to adjust. Personne affected by heat stress can suffer fatigue, nausea, severe headache, and poor physica and menta performance. As body temperature continues to rise (because of proonged exposure), heat rash and heat injuries (such as heat cramps, heat exhaustion, and heat stroke) occur. Heat stroke severey impairs the body s temperature-reguating abiity and can be fata. Recognizing heat stress symptoms and getting prompt medica attention for affected persons are a-hands responsibiities. From 1989 to 1992, 68 peope received injuries from heat exhaustion or heat stress at shore activities. A of these injuries invoved ost time away from work. Thirteen peope ost 5 or more workdays. Of the 41 incidents invoving miitary peope, 29 (71 percent) peope were driing, paying, or taking part in physica fitness training. The rest were working. Aboard ship, neary 50 heat stress reports were fied in 1991, most invoving personne wearing the fire-fighting ensembe (FFE). During Operation Desert Storm, the contro of heat stress among engineering pant watch standers was critica. In the hot cimate around Saudi Arabia, ships were unabe to maintain air conditioning and ice machines that broke down from overuse. Heat stress caused by air and water temperatures above 90 F threatened operationa readiness. Symptoms of Heat Stress The foowing arc the symptoms of heat stress and the steps you shoud take to hep the victim: Heat Exhaustion: Victims have pae and cammy skin and experience profuse sweating. Their puse is fast but weak, and their breathing is fast and shaow. They may experience weakness, nausea, dizziness, and mid cramps. Move victims to a coo ocation and seek medica attention for them as soon as possibe. Heat Stroke: Victims have hot, fushed, dry skin. Their puse is fast and strong, and their breathing is fast and deep. They may twitch or vomit. Shock wi foow. Heat stroke is a ife-threatening medica emergency. Ca a medica emergency immediatey. Controing Heat Stress You can encounter heat stress aboard U.S. Navy ships in workshops, aundries, scueries, engineering spaces, food preparation spaces, and steam cataput spaces. Detaied surveys of ship spaces have confirmed that these heat stress conditions often have been so severe that a imit was paced on personne exposures to avoid serious harm. The primary correctabe causes of heat stress in these spaces were as foows:. Excessive steam and water eaks Boier air casing eaks Missing, damaged, impropery instaed or deteriorated therma insuation on steam piping, vaves, and machinery Ventiation system deficiencies, incuding design deficiencies, missing or damaged duct work, misdirected terminas, improper or cogged screens, cosed or partiay cosed CIRCLE WILLIAM dampers, dirty ventiation ducting, and inoperative fan motors and controers 5-5

78 Figure 5-2. Heat stress monitor. Heat stress can occur when personne are wearing ayered, impermeabe, or impervious cothing such as fire-fighting; chemica, bioogica, and radioogica (CBR); or hazardous materia protective cothing. The presence of atmospheric contaminants such as combustion gases or fue vapors may aso contribute to heat stress. Heavy exertion, such as that invoved in athetics, in hot, humid weather aso eads to heat stress. Other conditions that ead to heat stress incude reduced physica stamina because of iness; ack of seep; or the use of medication, drugs, or acoho. Heat stress ashore is of concern when personne are required to work or dri in hot weather. Many bases raise coored fags to indicate the eve of caution required because of the heat. Preventing Heat Stress You can prevent heat stress injury as foows: 1. By detecting, correcting, and controing the conditions that cause heat stress By using dry bub thermometers to monitor ocations in which heat stress conditions maybe present By restricting personne exposure to heat stress conditions as the resut of heat stress surveys conducted to determine safe stay times By recognizing heat stress symptoms in yoursef or in shipmates and acting to prevent or minimize the effects of heat injury Since dry bub temperature, humidity, and radiant heat a affect the body and may cause heat stress, you must take a three into account. Conducting a heat stress survey with a wet bub gobe temperature (WBGT) meter (fig. 5-2) provides a cacuated WBGT index. You can use this index with a graph of physioogica heat exposure imits (PHEL) curves to determine stay times in that environment. Since we cannot reduce the heat, we must reduce the exposure time of the personne working in that heat. Stay times aso take into account the work oad of the individua. You can find further information and guidance on the Navy Heat Stress Contro and Prevention Program in OPNAVINST C, Shipboard Heat Stress Contro and Personne Protection; OPNAVINST 5-6

79 B, Navy Occupationa Safety and Heath Program Manua for Forces Afoat; and NAVMED P , Manua of Nava Preventive Medicine, chapter 3, Ventiation and Therma Stress Ashore and Afoat. HEARING CONSERVATION PROGRAM The Navy recognizes hearing oss as an occupationa hazard reated to certain trades. For exampe, gunfire and rocket fire produce high-intensity impuse or bast noises that can cause hearing oss. Hearing oss can resut from the continuous or intermittent noises of aircraft and marine engines, as we as industria activities. The noise of saws, athes, grinders, forging hammers, or interna combustion engines aso creates a hazard to your hearing. Hearing oss is a serious concern within the Navy. Action must be taken to reduce hearing oss attributed to occupationa exposure. Work-reated hearing osses resut in costy compensation caims. Hearing oss may aso cause ower productivity and efficiency and may contribute to mishaps. To prevent occupationa, noise-reated hearing oss, the Navy has deveoped the Hearing Conservation Program. Goas of the Hearing Conservation Program One goa of the Hearing Conservation Program is to prevent occupationa hearing oss among miitary and civiian workers. Another is to ensure personne can hear we enough to perform their duties. The program eements used to achieve these goas are as foows: Surveying a work environments to identify potentiay hazardous noise eves and personne at risk Using engineering contros (design methods) to imit noise exposure Requiring periodic hearing tests Training personne to protect their hearing when working in hazardous noise environments Ensuring personne use persona protective equipment Education is vita to the overa success of a hearing conservation program. Make sure your personne receive instruction in and understand the rationae for the foowing eements of the Hearing Conservation Program: Proper wearing and maintenance of hearingprotective devices and conditions requiring their use Command program and personne responsibiities for off-duty practices to hep protect hearing Encourage your personne to use hearing-protective devices during off-duty activities that expose them to hazardous noise sources, such as awn mowers, chain saws, and firearms. A personne exposed to gunfire during training or to artiery or missie firing under any circumstances must wear hearing-protective devices. Noise Measurements To contro hazardous noise exposure, we must accuratey determine the actua noise eve using standard procedures and compare these eves with accepted criteria. Noise measurements arc taken as part of the industria hygiene survey or the workpace monitoring program for the commands with periodic samping requirements. How do you know if you need hearing protection? Use the base-ine thumb rue. Hearing protection is required when you must raise your voice to tak to a person who is one arm ength away. Taking noise measurements is part of the base-ine or 18-month Industria Hygiene Survey aboard ship. You need not take actua measurements during the foow-up survey uness you suspect changes in noise eves in the work environment. Keep records of noise measurements unti superseded by a ater survey. Larger afoat commands may estabish a workpace monitoring pan to conduct periodic samping throughout the 18-month cyce. Ashore, noise measurements arc taken according to the workpace monitoring pan, and records are maintained for 40 years. Resurveys are conducted within 30 days of any significant modifications or changes in work routine. Anayzing Noise Measurements Anayzing noise measurements to assess the hazard potentia is a compex task. An industria hygienist or some other quaified person under the industria hygienist s direction performs the anaysis. The anaysis determines hazardous noise areas, equipment, and processes. 5-7

80 Figure 5-3. Hazardous noise abes. The person quaified to take the noise measurements uses a sound eve meter to identify a potentiay hazardous noise areas. The work areas where the sound eve, continuous or intermittent, is routiney greater than 84 db(a) or where the peak sound pressure eve, caused by impuse or impact noise, routiney exceeds 140 db are considered hazardous noise areas. These areas and equipment are then abeed to warn of the noise hazard. Hearing Tests/Audiograms Hearing tests, or audiograms, are required monitor the hearing of workers routiney exposed hazardous noise. Periodic monitoring wi aow us catch a hearing oss before it becomes severe or correct potentia probems with hearing-protective devices. Audiograms test a person s hearing at a variety of frequencies in the human speech range. Audiograms can be conducted at most Navy cinics, aboard tenders, and aboard air capabe surface ships. Personne working in hazardous noise areas must be entered in the Hearing Conservation Program. Miitary personne shoud have received a reference hearing test upon entry into nava service. Civiian personne being considered for empoyment in an occupationa speciaty or area that invoves routine exposure to hazardous noise shoud receive a reference audiogram. Navy empoyees presenty in service who do not have a reference to to to to audiogram fied in their heath record wi not be assigned to duty in designated hazardous noise areas unti they receive a reference hearing test. A personne shoud receive a hearing test periodicay and before ending their nava service or civiian service. Labeing of Hazardous Noise Areas and Equipment Make sure you abe designated noise-hazardous areas with the approved 8-inch by 10.5-inch deca (fig. 5-3). Normay, you shoud appy the proper decas to the outside of a doors or hatches eading into the noise-hazardous area. That ensures personne know what protection they must wear in that area. Labe equipment, such as hand toos, with the approved 2- by 2-inch hazardous noise sticker, NAVMED 6260/2A (fig. 5-3). This sticker ensures personne know whether to wear singe or doube protection when using that equipment. Persona Hearing-Protective Devices When a hazardous noise area or operation is identified, we try to contro or eiminate that noise hazard using engineering contros. These contros incude the use of acoustic materia, the isoation of noisy equipment, or the substitution of a ess noisy process. If we cannot reduce the noise to a safe eve, then our ony choice is the use of persona protective 5-8

81 equipment, such as earpugs or earmuffs. The equipment is aso used as an interim measure unti the noise hazard is under contro or eiminated. Personne working in designated hazardous noise areas or operating noise-hazardous equipment must wear hearing protection devices. They must wear singe-type hearing-protective devices when noise eves are greater than 84 db(a). They must wear a combination of both the insert type and circumaura muff type of hearing-protective devices in a areas where noise eves exceed 104 db(a). Each hearing-protective device is tested and assigned a noise reduction rating (NRR). This NRR tes how many decibes the earpug or muff wi reduce the externa noise. For exampe, suppose the noise hazard area is measured at 90 db(a). If you wear an earpug with an NRR of 20 db, you wi ony be exposed to 70 db. That is we beow the hazard eve of greater than 84 db(a). These NRRs are isted on earpug and earmuff packaging. Medica personne dispense a earpugs requiring fitting. The medica representative measures the examinee s ear canas and instructs him or her on the proper type, size, and use of earpugs. In addition, the examinee earns how to cean and maintain the earpugs. Foam earpugs, earcaps, and earmuffs require no fitting; but personne must be trained to use them propery. HAZARDOUS MATERIAL/HAZARDOUS WASTE PROGRAM We use hazardous materias daiy, afoat and ashore, in maintenance, repair, and ceaning. We coud not maintain our operationa effectiveness without using hazardous materias. In using hazardous materias, however, we may aso produce hazardous waste. We can use hazardous materias effectivey and safey if we take care in their handing, storage, and disposa. To hep ensure that, OSHA passed a reguation caed the Hazard Communication Standard, 29 CFR Since DOD and SECNAV have adopted that reguation, a civiian and miitary empoyees of the federa government must compy with it. The hazardous materias you must use to do your job can be hazardous to your heath and the environment if handed impropery. Therefore, you have the right to be trained in the use of hazardous materias and to know any information about those materias that coud threaten your safety or heath. To protect your rights and to ensure personne compy with OSHA and Environmenta Protection Agency (EPA) reguations, the Navy has deveoped a hazardous materia contro and management program. Hazardous Materia Contro and Management (HMC&M), OPNAVINST , provides the detais of this program. OPNAVINST C, chapter 7, and OPNAVINST B, chapter B3, aso discuss hazardous materia contro and management. The Nava Suppy Systems Command manages the overa program for hazardous materia contro and management for the Navy. The program objectives are as foows: Minimize the amount of hazardous materias in use Use hazardous materias safey Decrease the amount of hazardous waste we produce Definition of Hazardous Materia What is hazardous materia? We define hazardous materia as any materia that, because of its quantity, concentration, or physica or chemica characteristics, may pose a rea hazard to human heath or the environment. Hazardous materias incude the foowing categories: Aerosos Compressed gases Oxidizing materias Toxic or poisonous materias Fammabe and combustibe materias Corrosive materias, such as strong acids and akaies Separate directives cover some materias considered hazardous. They incude mercury; asbestos; propeants; buk fues; ammunition; medica waste; and chemica, bioogica, and radioogica materias. Definition of Hazardous Waste We define hazardous waste as any discarded materia (iquid, soid, or gas) that meets the definition of hazardous materia. Ony the Environmenta Protection Agency or a state authority may designate materia as hazardous waste. 5-9

82 Categories of Used or Excess Hazardous Materia Afoat units turn in used or excess hazardous materias to Pubic Works Centers or other shore coection sites. The shore site then restores, recyces, or disposes of the used or excess hazardous materias. Materia Safety Data Sheets Materia Safety Data Sheets (MSDSs) are technica buetins containing information about hazardous materia (figs. 5-4A and 5-4 B). Manufacturers produce MSDSs based on their testing and research of their products. By aw, they must provide the data to hazardous materias users. They te users how to use, store, and dispose of hazardous materia. OPNAVINST B requires a hands to foow these guideines. MSDSs must be in Engish and contain at east the foowing information about the materia: Identity Hazardous ingredients Physica and chemica characteristics Physica hazards Reactivity Heath hazards Precautions for safe handing and use Contro measures Routes of entry into the body Emergency and first-aid procedures for exposure Date of preparation of the MSDS or ast change Name, address, and phone number of a responsibe party who can provide additiona information on the hazardous materia and appropriate emergency procedures Manufacturers may use any format or arrangement of this information, but every MSDS must incude a the items. Some MSDSs contain ingredient information that the manufacturer considers proprietary (a trade secret). Proprietary information is provided on the compact disk-read ony memory (CD-ROM) abeed LR version. The L version does not contain proprietary information. Ony safety and heath professionas shoud have access to the LR version of the CD-ROM. Every hazardous materia user must be trained on the precautions associated with that materia. MSDSs must be avaiabe upon request to any user. If you have a question, check with your command s hazardous materia/hazardous waste coordinator. Hazardous Materias Information System The Hazardous Materias Information System (HMIS) is a computerized data base of Materia Safety Data Sheets (MSDSs). It provides information for peope working in hazardous materias management. The system provides basic technica information required at a eves to aid in the proper handing, storage, transportation, and disposa of hazardous materias. In addition, it provides information about safety, heath, and environmenta functions. The HMIS data base provides usefu information on more than 70,000 hazardous materias used by DOD. The Nava Suppy Systems Command distributes the data base quartery on Compact Disk-Read Ony Memory (CD-ROM) as part of the Hazardous Materia Contro Management (HMC&M) CD-ROM, which contains the foowing materias: HMIS data base with MSDSs and abes Hazardous Materia Afoat Program (HMAP) Management Guide Hazardous Materia User s Guide (HMUG) Ships Hazardous Materia List (SHML) Safety Equipment Shopping Guide Nava Safety Center roster Various hazardous materia and environmenta compiance instructions Tutoria for hardware and software Each ship and most shore stations have been issued computer compact disk (CD) payers, which are on distribution for HMC&M updates. Navy Environmenta and Preventive Medicine Units (NePMUs) aso offer a 1-day course that covers the retrieva of data, incuding the type of data avaiabe, from the HMIS system. Labeing of Hazardous Materias Labeing provides the hander, shipper, and user of a hazardous materia with critica information. You must ensure every container of hazardous materia has 5-10

83 Figure 5-4A. Materia Safety Data Sheet (front). 5-11

84 Figure 5-4B. Materia Safety Data Sheet (back). 5-12

85 Figure 5-5. Hazardous Chemica Warning Labe. C347.3 a abe. Tank trucks and rairoad tank cards must be pacarded with Department of Transportation (DOT) symbos. Athough the format of the abe may differ from company to company, the OSHA Hazard Communication Standard mandates that certain information appear on the abe. That information incudes the foowing: Identity of the materia or chemica Name and address of the manufacturer or responsibe party The appropriate hazard warning DOD has a hazardous Chemica Warning Labe (fig 5-5). DOD personne must use this abe on DOD manufactured hazardous materias, repackaged containers, tanks of hazardous chemicas, and unabeed materias aready in the DOD system. The abes are 5-13

86 printed directy from the Hazardous Materia Information System (HMIS) data base CD-ROM on sef-adhesive forms or pain paper. Severa types of muticoored signs, pacards, and decas are used to provide visua hazard warnings. They may contain words, shapes, symbos, pictures, or any combination of these. Sometimes they picture the internationa symbos for goves, aprons, gogges, and respirators. These internationa symbos appear as sma pictures (caed icons) on the abe showing the required protective equipment. Manufacturers use various symbos and DOT shipping abes with the required OSHA abeing. Used aone, these DOT symbos or abes do not meet the OSHA abeing requirements. Navy personne shoud not pace any abes on containers that aready have proper abes. If you buy or receive a hazardous materia with the minimum required abeing, do not add any additiona abeing. If you have an unabeed container or one with a damaged abe, you can print a abe from the HMIS CD-ROM onto pain paper or the DD Form SIGHT CONSERVATION PROGRAM The Navy must provide eye protection, at government expense, for personne working in eye-hazardous areas. Workers must wear appropriate eye protection when performing eye-hazardous operations such as pouring or handing moten metas or corrosive iquids and soids. Personne must aso wear eye protection when cutting and weding, driing, grinding, miing, chipping, sand basting, or performing other dust- and partice-producing operations. Anyone near such operations, incuding visitors, aso must wear eye-protective equipment. OPNAVINST C, chapter 19, and OPNAVINST B, chapter B5, provide more information on the Navy s Sight Conservation Program. Basic Sight Program Requirements Operation of an effective equipment maintenance program Compiance with procedures for the use of temporary eye wear Operation of a comprehensive training/education program Operation of an effective enforcement program The Navy considers any person found to have vision in one eye of 20/200 or worse to be visuay impaired. You cannot assign peope who have a visua impairment to duties that present a hazard to their remaining eye. Make certain these personne aways wear protective eye wear, regardess of their occupation or work station. To setup an effective sight conservation program, activity safety officers must identify eye-hazardous areas and ensure they are posted with warning signs. Commands must equip these areas with emergency eyewash faciities. Safety officers must aso identify eye-hazardous occupations and processes that require persona protective equipment and determine the safeguards needed. Safety officers maintain a isting of areas, processes, and operations that require eye protection. In addition, they keep a isting of areas requiring eyewash or deuge shower faciities. Safety officers maintain eye injury records and ensure the program is evauated for compiance and effectiveness. Labeing of Sight Hazard Areas A warning sign and 3-inch yeow and back striping or checkerboard markings on the deck identify eye-hazardous areas. The back and yeow striping or checkerboard pattern outines the eye hazardous area. The sign warning of an eye hazard area is mounted directy on the hazard, part, machinery, boundary bukhead or door in a conspicuous ocation. Caution signs shoud read as foows: A Navy activities that perform eye-hazardous operations must have a sight conservation program. The program shoud incude, but is not restricted to, the foowing: Determination and evauation of eye-hazardous areas, processes, and occupations Operation of a vision and medica screening program The words shoud be in back etters on a yeow background. The signs and tape arc avaiabe in the suppy system. 5-14

87 Figure 5-6. Emergency eyewash stations. Emergency Eyewash Stations Emergency eyewash faciities are designed to provide first aid to personne who spash corrosive materias into their eyes. Corrosive materias are especiay hazardous to the eyes because the onger the materias contact the eyes, the more damage they cause. If you get a chip of meta in your eye, as ong as you don t rub your eye, the meta doesn t cause further damage. You have time to get to sick bay to have the eye treated. Chemicas continue to cause damage as ong as they remain in the eyes. Taking the time to go to sick bay for treatment coud resut in serious damage to the eyes. For that reason we need on the spot first aid to wash the eye to diute the chemica. Areas in which corrosive materias are used must have emergency eyewash faciities. Make sure a such emergency faciities are easiy accessibe to personne in need of them. Make sure the ocations of a units are unobstructed and are ocated as cose to the hazard as possibe. In no instance shoud a person have to trave more than 100 feet or take more than 10 seconds to get to the eyewash unit. Peope who work in areas that use great quantities of corrosives face the risk of spashing the materias on their body. Those areas must be equipped with a combination deuge shower and eyewash station. Pumbed and sef-contained emergency eyewash equipment (fig. 5-6) fush the eyes using potabe water. The minimum fow rate must be 0.4 gaons per minute for 15 continuous minutes. Ensure the veocity of the water wi not hurt the user s eyes. You must ceary mark each eyewash station with a safety instruction sign. Post signs in a visibe ocation cose to the eyewash unit. The sign must identify the unit as an emergency eyewash station. ASBESTOS CONTROL PROGRAM For many years, the Navy used asbestos as the primary insuation (agging) materia in hightemperature machinery, shipboard boiers, and the piping of boier pants at shore faciities. The materia was used as foor tie, as gasket materias, and for other uses that required fire resistance. We now recognize airborne asbestos fibers as a major heath hazard. The Navy deveoped an asbestos exposure contro program to protect and monitor personne who have been exposed to asbestos. Aboard ship, many pipes and boiers sti have asbestos insuation. However, the Navy started a program in the mid- 1970s to use ess harmfu materias, such as fibrous gass, for pipe and boier insuation. 5-15

88 Asbestos removas are imited to intermediate maintenance activities, shipyards, or contractors. Aboard ship you cannot remove asbestos insuation except in an operationa emergency approved by the commanding officer. The Navy Asbestos Contro Program, which is part of the NAVOSH Program, ensures compiance with OSHA reguations. It aso prevents the exposure of any Navy personne to asbestos. The program covers the foowing areas: Identifying asbestos hazards Controing asbestos in the work environment Foowing strict work practices Propery disposing of asbestos waste Estabishing an asbestos medica surveiance program Protecting the environment Training peope to recognize asbestos hazards and observe necessary precautions The program s purpose is to protect personne who, through their job or in emergency situations, come into contact with asbestos. If personne must hande asbestos, we must ensure they have the proper protection and training. The Navy foows upon the heath of personne who may have been exposed to asbestos in their current work or in the past through the Asbestos Medica Surveiance Program. This program monitors the heath of personne exposed to asbestos before reguations were set. It aso screens personne currenty assigned to emergency asbestos remova teams. Asbestos Heath Hazards The danger of asbestos resuts from the asbestos fibers that break off into sma partices. These fibers are sma enough that, when airborne, you can inhae them. Once deep in the ungs, the fibers cause scar tissue or tumors. We now ink asbestos fiber exposure with diseases such as asbestosis, ung cancer, and mesotheioma. These asbestos diseases may not show up for 15 or more years after exposure. Most cases of ung cancer in workers exposed to asbestos occur among workers who smoke. Workers who smoke and are exposed to asbestos have chances 90 times greater of deveoping cancer. Identifying Asbestos Can you identify asbestos? Can you te by ooking at agging whether or not it is asbestos? The ony way to determine if materia contains asbestos is to anayze the materias under a microscope. Every tender and repair ship and most shore medica faciities have the microscopes needed to test materias for asbestos and to anayze suspected materia. If in doubt about insuation, consider it to be dangerous. Aboard ship, anyone seeing a potentia asbestos hazard (open or torn agging) shoud report the hazard to the chief engineer or safety officer immediatey. Controing Exposure to Asbestos You shoud never try to hande, remove, or repair suspected asbestos materia without proper authorization and specia protective equipment. Each ship having asbestos on board must have a trained, 3-person asbestos rip-out team for emergencies. This team receives training, is medicay monitored, and has specia protective cothing and equipment avaiabe for use when needed. For detaied information on asbestos protective measures, refer to Nava Ships Technica Manua (NSTM), chapter 635; Therma, Fire, and Acoustic Instaation, OPNAVINST B, chapter B1; and OPNAVINST C, chapter 17. LEAD CONTROL PROGRAM We aso recognize ead as a serious heath hazard. If you ingest ead, it can damage your nervous system, bood-forming organs, kidneys, and reproductive system. Athough we normay associate ead in the Navy with ead-based paints, we aso come into contact with other sources of ead. To prevent ead poisoning and reated injuries during the use, handing, remova, and meting of materias containing ead, the Navy deveoped the Lead Contro Program. OPNAVINST C, chapter 21, and OPNAVINST B, chapter B10, expain the Lead Contro Program. The foowing items aboard ship contain ead: Batteries Pipe joints Lead-based paint Sma arms ammunition Weights and cabe sockets 5-16

89 High-votage cabe shieding Baast and radiation shieding Lead exposure occurs during grinding, sanding, spraying, burning, meting, and sodering. Lead exposure can aso occur during machining, disassembing engines with eaded gasoine, and handing contaminated protective cothing. The greatest hazard comes from ead dust, since we can easiy inhae or ingest the fine partices. Most ingestion exposures occur when personne eat or smoke without washing the ead dust off their hands. Eements of the Lead Contro Program The Navy s Lead Contro Program incudes the foowing eements: Medica surveiance Worker and supervisor training Contro of ead in the workpace Environmenta protection and waste disposa procedures Periodic industria hygiene surveys to identify potentia hazards from ead sources Whenever possibe, the Navy substitutes ower ead content or ead-free paints and coating for paints containing ead. However, many ead-based paints are sti in use in the Navy today. Existing coatings of paint may contain ead, especiay if they are 5 years od or oder. Medica Surveiance for Lead Workers Medica surveiance for ead workers consists of a prepacement medica evauation, bood-ead eve monitoring, and foow-up evauations. In addition, medica surveiance incudes removing personne from exposure to ead, when necessary, based on bood-ead eves. Personne must take part in the program under the foowing conditions: When a work site is found to have an airborne eve of 30 micrograms of ead per cubic meter of air for over 8 hours When the workers hande ead at east 30 days per year We must teach and warn occasiona ead workers and handers (those who hande ead ess than 30 days per year) about the hazards of ead. RADIATION PROTECTION PROGRAM Radiation is energy transmitted through space in the form of eectromagnetic waves (rays) or nucear partices. Radiofrequency radiation, incuding microwaves; x-rays; and gamma, infrared, visibe ight, and utravioet rays are eectromagnetic waves. Apha partices, beta partices, and neutrons are nucear partices. CATEGORIES OF RADIATION Radiation is commony divided into two categories, which are indicative of the energy of the wave or partice: ionizing and nonionizing radiation. Radiation with enough energy to strip eectrons from atoms in the media through which it passes is known as ionizing radiation. Exampes incude apha partices, beta partices, x-rays, and gamma rays. Less energetic radiation that is not capabe of such eectron stripping is known as nonionizing radiation. Radio waves, microwaves, visibe ight, and utravioet radiation beong to this category. Potentiay hazardous sources of ionizing and nonionizing radiation exist aboard Navy ships. Ionizing radiation sources incude radioactive materia and equipment that generate x-rays. Lasers, radar, and communications equipment emit nonionizing radiation. RADIATION PROTECTION PROGRAM ELEMENTS The Radiation Protection Program consists of the foowing eements: Training Medica surveiance Identification and evauation of radiation sources Investigation and reporting of radiation incidents Use of dosimetry to monitor exposure to ionizing radiation OPNAVINST C, chapter 22, and OPNAV- INST B, chapter B9, outine the Radiation Protection Program. This program is designed to minimize personne exposure to radiation from sources other than nucear weapons and nucear power systems. 5-17

90 Nucear weapons and nucear power systems have their own radiation protection and contro programs. The program excudes those individuas, who as patients, are exposed to radiation whie undergoing diagnostic or therapeutic procedures. RESPIRATORY PROTECTION PROGRAM Many repair and maintenance operations generate air contaminants that are dangerous if inhaed. Engineering contros, such as oca exhaust ventiation, are the most effective methods of protecting personne against such contaminants. When engineering contros are not possibe, personne must wear respiratory protection. OPNAVINST C, chapter 15, and OPNAVINST B, chapter B6, cover the Respiratory Protection Program. The Respiratory Protection Program requires training, fit-testing, recordkeeping, medica screening, and procurement and tracking of equipment. It aso requires the purchase of respirators, spare parts, and cartridges. Respirators have been used by workers for centuries. Discomfort from dust and smes drove some workers to invent their own respirators using coth and anima badders. The coa mining industry took the ead in deveoping and certifying respirators for miners suffering from back ung disease. In the ate 1960s and eary 1970s, the Nationa Institute for Occupationa Safety and Heath (NIOSH) and the Mine Safety and Heath Administration (MSHA) were designated as the certifying agencies for respirators. Respirators and respirator parts are designed and manufactured according to strict NIOSH and MSHA guideines. Respirators that NIOSH and MSHA have tested and certified are abeed with a NIOSH/MSHA certification number. Parts are not interchangeabe between manufacturers. Eements of the Respiratory Protection Program The Respiratory Protection Program must incude the foowing eements: Written standard operating procedures Proper, hazard-specific seection of respirators User training in the proper operation and imitations of respirators Reguar ceaning and disinfection of respirators Convenient, cean, and sanitary storage of respirators Inspection, respirators repair, and maintenance of Industria hygiene surveys to identify operations requiring respirators and to recommend specific types of respirators Periodic monitoring and evauation of program effectiveness Medica quaification Use of ony NIOSH and MSHA approved respirators Fit-testing Ashore, the commanding officer or officer in charge starts the program by appointing, in writing, a certified respiratory protection program manager (RPPM). Afoat, the commanding officer appoints, in writing, a trained respiratory protection officer (RPO). Athough the duties of the RPPM and the RPO are simiar, the duties of each depend on the size of the command and the extent to which command personne use respirators. Seecting the Proper Respirators You must wear the correct respirator for the right job! A respirator is not going to do you any good if it is the wrong type. Some peope beieve they can wear the surgica masks worn by medica personne during various evoutions, such as deck grinding and sma weding jobs. Those bue surgica masks serve ony one purpose to keep the doctor from passing saiva to the patient. Surgica masks wi not protect personne from any type of air contaminant. Seecting and wearing the correct, propery fitted respirator is the ony way workers can ensure they are protected. Identifying Various Types of Air Contaminants When seecting a respirator, we must first understand the six types of air contamination we may be exposed to:. Dust Sma soid partices created by the breaking up of arger partices by processes such as crushing, grinding, sanding, or chipping. Some dusts are very toxic, such as the sanding dust from ead-based paints. 5-18

91 . Fumes Very sma partices (1 micrometer or ess) formed by the condensation of voatiized soids, usuay metas. Fumes are produced from the weding, brazing, and cutting of metas.. Gas A materia that under norma conditions of temperature and pressure tends to occupy the entire space uniformy. Such materia incudes hydrogen sufide gas from the coection, hoding, and transfer system; acid gas from battery charging; and ammonia gas from deck stripping. Gases are usuay invisibe and sometimes odoress.. Mist and Fog Finey divided iquid dropets suspended in air and generated by condensation or atomization. A fog is a mist of enough concentration to obscure vision. Mists are produced when you spray soutions such as paint and spray ceaners.. Smoke Carbon or soot partices ess than 0.1 micrometer in size resuting from the incompete combustion of carbonaceous materias such as coa or oi. Vapor (inorganic or organic) The gaseous state of a substance that is normay a iquid or soid at room temperature. Vapors are produced by fues, paints and thinners, sovent degreasers, hydrauic fuids, and dry-ceaning fuids. Knowing what types of air contaminants these terms refer to is critica to the proper seection of respirators. For exampe, many peope beieve that paint gives off fumes. Fumes is a common term used to describe any smes in the air. However, fumes are actuay a condensed partice of vaporized meta given off during weding or cutting. If you seect a respirator abeed Dust, Mist and Fumes to protect you from paint vapors, you wi not be protected. Respirator cartridges are abeed as to the type of protection they provide. The workpace monitoring pan or the industria hygiene survey wi pinpoint those areas and processes that require respirators. Since most ships carry few exotic chemicas and have imited heavy industria work, they don t need a great variety of respirators or cartridges. Ashore, extensive industria work may require an activity to have a greater seection and variety of respirators. Identify Various Types of Respirators You shoud be famiiar with the three basic types of respirators: air-purifying, suppied-air, and sef-contained. An air-purifying respirator removes air contaminants by fitering, absorbing, adsorbing, or Figure 5-7. Cartridge-type respirator. chemica reaction. This respirator may be disposabe or have a disposabe prefiter on a cartridge (fig. 5-7). You can ony use the air-purifying respirator when the adequate oxygen (19.5 to 23.5 percent by voume) is avaiabe and the contaminant eve is not immediatey dangerous to ife or heath (IDLH). We cassify air-purifying respirators as foows: Particuate-removing These respirators have fiters that remove dusts, mists, fumes, and smokes by physicay trapping the materia on the fiter surface. Gas- and vapor-removing These respirators have cartridges that absorb or chemicay bind vapor or gas within the cartridge. Combination particuate and gas- and vaporremoving These respirators are a combination of the preceding two types of respirators. They are required when you have a combination of materias such as a partice (mist) and a vapor. Since these air-purifying respirators are negativepressure respirators, they can ony be used with air contaminants that have good warning properties, such as odor or taste. Warning properties indicate when the mask is eaking or the cartridge is used up. The suppied-air respirator provides breathing air independent of the environment. You must wear this type of respirator when the foowing conditions exist: 1. Contaminant does not have enough odor, taste, or irritating warning properties 5-19

92 2. The contaminant is of such high concentration of toxicity that an air-purifying respirator is inadequate We cassify suppied-air respirators, aso caed airine respirators, as demand, pressure-demand, and continuous-fow respirators. This respirator can be used in IDLH situation areas if operated in the pressure demand mode. It must aso be equipped with an auxiiary, sef-contained air suppy of at east 15 minutes. The breathing air source for air-ine respirators must meet at east the minimum requirements for grade D breathing air. A ship s LP air is NOT suitabe for use as breathing air uness it is specificay tested and certified to meet purity standards. A sef-contained breathing apparatus (SCBA) aows you compete independence from a fixed source of air. It aows the greatest degree of protection but is aso the most compex. The SCBA provides protection in oxygen-deficient environments or other environments dangerous to ife or heath. The SCBA is equipped with a botte of compressed air and is used in hazardous materia spi kits. Medica Screening and Fit-Testing Procedures Required Before Using a Respirator Before personne can use a respirator, they must be medicay screened and fit-tested. The ship s Hospita Corpsman, medica officer, or shore medica support cinic conducts the medica screening. Ashore, the cinic Occupationa Heath Division conducts medica screening for civiian workers. The purpose of the screening is to ensure that respirator users have no medica condition that inhibits their wearing a respirator. The screening aso reviews the user s heath record and potentia for i effects from working in a heath-hazardous atmosphere. A respirator mask must propery sea around the user s face to keep contaminated air from eaking into the mask. There are different brands, modes, and sizes of respirators, a of which fit differenty. Trained personne from shore medica commands, environmenta and preventive medicine units, or occupationa safety and heath offices fit-test respirator masks on potentia users. First they have potentia respirator users don a mask; then they test for eakage around the facepiece to ensure it seas propery. Afoat, arger ships and tenders, with primary duty safety officers, have trained fit-test personne. Shore support is provided to smaer ships. OPNAVINST C, chapter 15, and OPNAVINST B, chapter B6, give medica screening and fit-testing procedures. PERSONAL PROTECTIVE CLOTHING AND EQUIPMENT Persona protective equipment (PPE) protects the user in a hazardous environment. Any PPE breakdown, faiure, or misuse immediatey exposes the wearer to the hazard. Many protective devices, through misuse or improper maintenance, can become ineffective without the wearer knowing it. OPNAVINST C, chapter 20, and OPNAVINST B, chapter B12, provide information on PPE and PPE issue. Persona protective devices do not reduce or eiminate the hazard itsef. They merey set up a ast ine of defense. Any equipment breakdown, faiure, or misuse immediatey exposes the worker to the hazard. PPE is used as an interim measure or when engineering contros cannot be appied. Design and Construction of Persona Protective Cothing and Equipment A persona protective cothing and equipment shoud be designed and constructed to aow work to be performed safey. Therefore, extensive research and testing have been conducted to deveop standards and specifications for the design and construction of persona protective cothing and equipment. The federa government requires that persona protective cothing and equipment meet these standards and specifications. Therefore, the government ony recognizes the certification and approva of certain agencies. Those agencies incude the foowing: Nationa Fire Protection Association (NFPA) American Nationa Standards Institute (ANSI) Mine Safety and Heath Administration (MSHA) Occupationa Safety and Heath Administration (OSHA) Nationa Institute for Occupationa Safety and Heath (NIOSH) A crewmembers must wear the required persona protective cothing and equipment. Workers shoud notify their supervisor immediatey if the required cothing or equipment is not avaiabe to do the assigned work. Workers shoud aso notify their supervisor if they need instruction on how to wear or use the cothing or 5-20

93 Figure 5-8. Persona protective cothing and equipment. equipment. A personne required to wear persona protective cothing or equipment must receive training before first using it and annuay thereafter. Types of Persona Protective Cothing and Equipment We wi now discuss the various types of persona protective cothing and equipment (fig. 5-8) designed to cover you from head to toe. HEAD PROTECTION. Hemets or hard hats protect crewmembers from the impact of faing and fying debris and from impact with ow overheads. On a imited basis, they protect personne from shock and burn. Meta hard hats are not acceptabe for shipboard use. Head protection is avaiabe in the suppy system. FOOT PROTECTION. Navy ife exposes personne to a variety of foot hazards, from fight decks to machine shops to heavy suppy parts stowage areas. For norma daiy wear, personne wear eather shoes. For protection against faing objects, personne shoud wear safety shoes with buit-in toe protection and nonsip soes. Other types of shoes avaiabe for speciat y work are moder s boots and semiconductive shoes. Aboard ship, personne cannot wear Corfam, pastic, or synthetic shoes in firerooms, main machinery spaces, or hot work areas. Safety shoes are provided to miitary personne. Civiian empoyees are either provided safety 5-21

94 shoes from the suppy system or a oca purchasing agent or are reimbursed for their own purchase. HAND PROTECTION. Personne shoud not wear goves when operating rotating or moving machinery. However, they shoud wear goves for protection against other types of hazards. Handing sharp materias requires the use of eather goves. Performing hot work or handing hot items requires the use of heat-insuated, nonasbestos goves. The use of portabe eectric toos in damp ocations or during work on ive eectrica circuits or equipment requires the use of eectrica-grade, insuating rubber goves. Handing caustic or toxic chemicas requires specific goves, depending on the type of substance being used. Thin rubber goves or foodhander-type goves tear and eak easiy and are not resistant to chemica absorption. Therefore, personne must not use these goves for any activity invoving the use of a chemica substance. A types of goves are avaiabe in the suppy system. SAFETY CLOTHING. Safety cothing consists of fameproof coveras, disposabe coveras, impervious chemica spi coveras, weding eathers, and chemica aprons. When standing watch or working in a ship s fireroom, in main machinery spaces, and in hot work areas, personne must wear fire-retardant coveras. They shoud not wear synthetic cothing, such as certified Navy twi (CNT), in those areas. Aboard ship, fire retardant coveras are provided as organizationa cothing. Ashore, specia protective cothing is provided at government expense. FALL PROTECTION EQUIPMENT. Personne must wear parachute-type safety harnesses with Dyna-brake safety anyards when cimbing, working aoft, or working over the side. They shoud substitute wire rope for nyon working anyards when performing hot work. FLOTATION DEVICES. Whenever personne other than aircrew members and fight deck personne are required to wear ife jackets in open sea operations, the ife jackets must be inherenty buoyant. In exposed batte stations and when working over the side, personne must wear jacket-type ife preservers. They must aso wear them topside in heavy weather, during repenishment at sea, and in sma boats. ELECTRICAL SAFETY PROGRAM Eectrica shock is a serious hazard. If you combine high humidity, meta structures, high-votage eectricity, and perspiration, you have an eectrica hazard. You must aways observe safety precautions when working around eectric circuits and equipment to avoid injury from eectric shock and short circuits. Records show most fataities caused by eectric shock resut from peope working on energized circuits and equipment. Post-mishap investigations show that they coud have prevented these mishaps by foowing estabished safety precautions and procedures. A technician must view safety with a fu appreciation of the various hazards invoved in maintaining compex and sophisticated Navy equipment. Eements of the Eectrica Safety Program The Eectrica Safety Program consists of the foowing eements: Foowing eectrica safety standards Propery using equipment tag-out procedures Performing routine and periodic testing to detect and correct unsafe equipment Propery instaing, maintaining, and repairing eectrica and eectronic equipment Performing contro and safety testing of persona eectrica and eectronic equipment Portabe Eectrica Too Issue Ships must have a centraized portabe eectrica too issue room for the daiy issue of portabe eectrica toos. The eectrica safety officer supervises operation of the portabe eectrica too issue room. Personne assigned to the portabe eectrica too issue room perform daiy inspections and safety testing of equipment before issuing it and upon its return. Before issuing portabe eectrica toos, personne assigned to the too issue room brief too users on routine too safety precautions. In addition, they issue any required persona protective cothing and equipment. The too custodian documents this briefing on the issue record. The custodian can issue toos ony to personne who have received ship s eectrica safety training within the year. Certain divisions or work centers maybe authorized permanent custody of seected eectrica toos or equipment. These divisions perform required safety checks on their equipment. Personne performing these checks must be members of an eectrica or eectronic rating. They must not issue these toos to other divisions. Ashore, toos must meet Underwriters Laboratories (UL) approva or have a grounded meta case. Toos are 5-22

95 usuay hed by the user s shop or division and do not require eectrica safety check for use ashore. Genera Industry Standards, 29 CFR 1910, and Safety and Heath Standards for Shipyard Empoyment, 29 CFR , address the shore Eectrica Safety Program. Basic Eectrica Safety Training A personne, when reporting aboard and annuay thereafter, receive indoctrination on basic eectrica safety. This indoctrination covers the requirements of using persona protective equipment, cardiopumonary resuscitation (CPR), and first aid for eectrica shock. Training for a personne is documented and kept on fie. TAG-OUT/LOCK-OUT PROGRAM The Tag-Out/Lock-Out Program is a two-fod program. It ensures that personne correcty tag out equipment before conducting maintenance and that personne are notified when systems are not in a norma configuration. A Tag-Out/Lock-Out Program is necessary to prevent injury to personne and damage to equipment. Ships have a tag-out program, which requires the use of paper tags or abes to indicate systems are deenergized or under specia configuration. Personne must foow this program in the maintenance of a shipboard equipment, components, and systems. OPNAVINST B, chapter B11, and OPNAV- INST C, section , cover this program. Shore activities pattern their Tag-Out/Lock-Out Program after OSHA reguations. OPNAVINST C, chapter 24, covers this program. The tags used ashore are very different from those used aboard ship, and in some instances ocks arc used to ock out a system. Tag-out/ock-out procedures consist of a series of tags, adhesive abes, or ocks. Personne appy them to instruments, gauges, or meters to show that they are inoperative, restricted in use, or out of caibration. Each tag contains information personne must know to avoid a mishap. A corrective maintenance shoud incude standard tag-out/ock-out procedures, incuding work done by an intermediate maintenance or depot eve activity. Coordination is required between shipyard and contract workers and afoat units when tagging-out shipboard systems. Training ashore and afoat is needed to ensure personne understand the Tag-Out/Lock-Out Program. Detaied training is required for personne authorized to administer the program. GAS FREE ENGINEERING PROGRAM Why do we have gas free engineering? Entry into, work in, or work on confined or encosed spaces may cause injury, iness, fires, or death. Hazards may resut from fammabe or exposive materias or atmospheres, toxic materias, or an oxygen-depeted atmosphere. Personne normay do not inhabit confined or encosed spaces. We consider them unsafe for entry or work unti an authorized person, usuay the gas free engineer, tests the air. Then that person issues a gas free certificate stating the hazard or specia precautions to foow. Ony by carefuy retesting the air in confined and encosed spaces can we ensure the safety and heath of personne working in these areas. Heath and Fire Hazards A ack of oxygen in a confined space wi not support ife and may asphyxiate workers. The presence of toxic gases or vapors from paint or tank contamination may cause asphyxiation or intoxication. Fammabe vapor or gas buid-up coud ead to a serious exposion or tire. Any combination of the above coud ead to fataities or serious injury or materia damage if workers try to enter or work in the unknown atmosphere. Gas Free Certificates The ship s gas free engineer (GFE) or the shore marine chemist is assigned to test the appicabe space. Each person must obey the requirements and imitations outined on a gas free certificate. The certificate is posted at the entrance to the space. It shows the conditions that existed at the time the tests were conducted. The foowing are exampes of conditions documented on gas free certificates: SAFE FOR PERSONNEL SAFE FOR HOT WORK SAFE FOR PERSONNEL NOT SAFE FOR HOT WORK NOT SAFE FOR PERSONNEL NOT SAFE FOR HOT WORK NOT SAFE FOR PERSONNEL WITHOUT PROTECTION NOT SAFE FOR HOT WORK NOT SAFE FOR PERSONNEL INSIDE SAFE FOR HOT WORK OUTSIDE 5-23

96 Aboard ship, a gas free certificate is good for a maximum of 8 hours. After 8 hours, the testing must be repeated. Whie testing, the GFE or the marine chemist must wear the protective equipment required by the certificate and his or her supervisor. Ashore, the gas free certificate issued by the marine chemist wi indicate retest periodicity. Requesting Gas Free Services Now that we know why we have gas free testing, we need to know who performs the service. Anytime you have a need to enter a confined or encosed space aboard ship, you must make a request to have the space tested to ensure it is gas free. Contact the damage contro assistant (DCA) or fire marsha to arrange for these services. For more information on the Gas Free Engineering Program afoat, consut OPNAVINST B, chapter B8, and Nava Ships Technica Manua (NSTM), chapter 074, voume 3. Ashore, the marine chemist performs gas free services as outined in OPNAVINST C, chapter 27. MEDICAL SURVEILLANCE PROGRAM The Medica Surveiance Program monitors the continuing heath of certain personne. The resuts of the industria hygiene surveys, as interpreted by quaified occupationa heath professionas, determine the seection of personne for medica surveiance examinations. The medica department representative (MDR) and the division officer identify personne who require medica surveiance. The MDR foows the guidance of the Medica Surveianee Procedures Manua; Navy Occupationa Heath Information Management System (NOHIMS) Medica Matrix; and Navy Environmenta Heath Center (NAVENVHLTH- CEN) Technica Manua, NEHC-TM91.5. Navy faciities ashore and afoat estabish miitary and civiian empoyee medica treatment and surveiance programs. Medica faciities ashore provide direct support to ships that are not equipped or staffed to provide appropriate medica surveiance and documentation. In genera, these programs monitor the foowing areas:. Job certification or recertification to determine a person s fitness to begin or continue to perform a job safey and effectivey The effectiveness of major hazard-specific programs based on a continuing check on the heath status of exposed personne As a secondary prevention, the detection of eary indicators of excessive exposure caused by the work environment before actua iness, disease, or injury occurs and to aow for the timey start of corrective actions to prevent any ong-term adverse effects Compiance with the requirements of certain NAVOSH standards Medica Examinations The types of examinations schedued are prepacement or base-ine, specia-purpose or periodic, and termination. Medica examinations assess the heath status of peope as it reates to their work. These examinations produce specific information that determines the adequacy of protection for personne from potentia workpace hazards. The medica examination may incude a physica examination, cinica aboratory tests, radioogic exams and physioogic testing, or an inquiry about the person s occupationa history. OPNAV Form 5100/15, Medica Surveiance Questionnaire (figs. 5-9A and 5-9B), shows an individua s previous and current empoyment. This information heps identify work or other activities that may pose a potentia heath hazard for the person. Occupationa medica examinations are schedued based on a person s birth month or as operationa requirements permit. For hazard-specific medica surveiance, a medica examination wi be provided when the action eve of the contaminant is exceeded. An examination is aso provided when the exposure exceeds 30 days per year. Medica Records Existing directives dictate procedures on the maintenance, retention, and disposa of medica records. The cognizant medica command, branch cinic, or Miitary Seaift Command medica offices maintain records consisting of forms, correspondence, and other fies that reate to an empoyee s medica and occupationa history. Other information incudes occupationa injuries or inesses, physica examinations, and a other treatment received in a heath unit. Incuded, too, are audiograms; pumonary function tests; industria hygiene computations; aboratory and x-ray findings; and records of persona exposure to physica, bioogica, and chemica hazards. A probem summary 5-24

97 Figure 5-9A. Medica Surveiance Questionnaire (front), OPNAV 5100/15. ist and copies of preempoyment, disabiity retirement, and fitness for duty examinations are aso incuded. GENERAL SAFETY PRECAUTIONS Voume II (surface ship) and voume III (submarine) of OPNAVINST B provide genera safety precautions for forces afoat. OPNAVINST C and Genera Industry Standards, 29 CFR 1910, provide shore safety precautions. The afoat safety precautions specificay cover shipboard operations, such as heavy weather, underway repenishment, cargo handing, and sma boat operations. Consut these precautions to pan for training before specific evoutions. Afoat safety precautions ony cover genera precautions. Nava warfare pubications (NWPs) and technica manuas provide more detaied precautions. In genera, safety precautions ashore do not appy aboard ship. In other words, a civiian contractor bringing eectrica equipment on board is not required to compy with the ship s eectrica safety check program. The civiian empoyee foows OSHA safety precautions. OSHA is not authorized to inspect miitary 5-25

98 Figure 5-9B. Medica Surveiance Questionnaire (back), OPNAV 5100/15. workers or ships for safety, but it is authorized to inspect civiian work sites aboard ship. OPNAVINST C, chapter 11, and OPNAVINST B, chapter A3, discuss these authorized OSHA inspections aboard ship. SUMMARY The NAVOSH Program has been executed to protect civiian and miitary workers. We must do our best to keep a of our trained personne safe and heathy so that they are ready to perform their assigned tasks. As a responsibe empoyer, the Navy is obigated to provide you with the safest and heathiest work environment possibe. On oder ships and shore faciities, especiay, that can be a chaenge. Every command must fuy support the NAVOSH Program. We discussed the various NAVOSH Program eements such as hearing conservation, sight conservation, respiratory protection, heat stress, 5-26

99 eectrica safety, and persona protective cothing. In addition, we discussed hazardous materia/hazardous waste, asbestos contro, gas free engineering, ead contro, and medica surveiance. You have a duty to yoursef and the peope you work with to know and enforce a safety reguations. Before assigning personne to a task that can harm them in any way, ensure the y are famiiar with and know the correct safety procedures. Make sure they are wearing the proper protective cothing and using the correct respirator. Provide them with adequate eye and hearing protection. Take no short cuts and do a jobs safey. Get copies of OPNAVINST C, Nava Occupationa Safety and Heath (NAVOSH) Program Manua, and OPNAVINST B, Navy Occupationa Heath and Safety Program Manua for Forces Afoat. Become famiiar with them. Remember the adage, The ife you save may be your own. Compacency, haste to compete a job, and the it can t happen to me attitude can hinder an effective sef-poicing safety program. A safe environment requires us to stay aert, be patient, and think safety at a times. 5-27

100

101 CHAPTER 6 SHORE SAFETY In this chapter we wi discuss genera safety programs and the Navy Occupationa Safety and Heath (NAVOSH) Program as they appy to shore activities. Shore activities, with both Department of Defense (DOD) civiian and miitary workers, have a greater diversity of industria operations than ships, Like their non-dod civiian counterparts, shore activities derive safety standards amost excusivey from Occupationa Safety and Heath Administration (OSHA) reguations. OPNAVINST C, the Navy Occupationa Safety and Heath (NAVOSH) Program Manua, provides the administrative requirements for shore NAVOSH programs. OPNAVINST C appies to a shore Navy civiian and miitary personne wordwide, except those under the NAVOSH Program responsibiity of the Commandant of the Marine Corps (CMC). Since afoat units have many unique requirements, the standards for afoat units found in OPNAVINST C have been incuded in OPNAVINST B, Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat. In this chapter we wi address the foowing topics: Shore activity organization and staffing Shore safety training Occupationa heath standards NAVOSH Inspection Program Inspections and investigations by OSHA officias Mishap reporting for shore activities SHORE SAFETY ELEMENTS In chapter 1 we discussed the shore safety organization with regard to echeon 2 commands and the oca Occupationa Safety and Heath (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 poicy statement. This OSH poicy statement adopts and enhances or expands on the NAVOSH poicy in OPNAVINST C. Chapter 2 of OPNAVINST C ists the OSH responsibiities. Individua civiian and miitary personne must compy with NAVOSH standards and reguations. Vioators of NAVOSH reguations or instructions are subject to discipinary action prescribed in Civiian Personne Instruction (CPI) 752 or the Uniform Code of Miitary Justice. Individuas must aso report observed workpace hazards and mishaps. The report is shown in figure 6-1. Everyone must be famiiar with the OSH program. Based on chapter 10 of OPNAVINST C, commands must post the procedures personne must foow to report unsafe or unheathfu working conditions. Personne must know where they can review command OSH Program documentation, such as NAVOSH standards, OSH committee records, and the activity hazard communication pan. Shore commands must aso post 1146-DOL-XX (5102) the annua summary report of occupationa injuries and inesses for the preceding year. They aso must pace the Department of Defense Occupationa Safety and Heath Program poster (fig. 6-2) in a prominent ocation. This poster provides personne with their OSH points of contact within the activity. SHORE SAFETY ORGANIZATION AND STAFFING Major nava shore activities have an OSH office. Organizationay, the OSH office reports directy to the commander, commanding officer, or officer in charge. As was discussed in chapter 1, the OSH office pans, directs, and administers the activity OSH program. OSH offices have many specific as we as administrative functions, depending on individua activity operations. Chapter 3 of OPNAVINST C ists a of these functions. Staffing of the OSH office depends on its workoad and ocation, the popuation it serves, and the tenant commands it supports. Activities with 400 or more personne are to have fu-time OSH managers and a cerica staff. Both the managers and the cerica staff are trained, fuy quaified OSH professionas. They 6-1

102 Figure 6-1. Navy Empoyee Report of Unsafe or Unheathfu Working Condition (OPNAV 5100/11). may be safety engineers, occupationa safety and heath speciaists, industria hygienists, or industria hygiene technicians. In areas where it is more effective, a consoidated OSH office may serve severa activities. Written agreements define the services of consoidated OSH offices. Medica and Industria Hygiene Support Hospitas and cinics provide occupationa heath support. Depending on the area they serve, most hospitas and cinics have industria hygiene and preventive medicine divisions or departments. The hospitas and cinics usuay provide occupationa medicine services with fu-time occupationa heath nurses and physicians. The size, type, and ocation of activities supported determine the assignment of nurses and physicians. Chapter 3 of OPNAVINST C provides the equations used to cacuate staffing requirements. Industria Hygiene Laboratories Industria hygiene aboratories provide anaytica services in support of workpace monitoring and 6-2

103 Figure 6-2. Department of Defense Safety and Occupationa Heath Protection Program poster. 6-3

104 Figure 6-3.-Hazard communication training requirements. occupationa medicine examinations. The Navy has four consoidated industria hygiene aboratories (CIHLs). They are ocated at the Environmenta and Preventive Medicine Units in Norfok, Virginia; San Diego, Caifornia; Pear Harbor, Hawaii; and at the Mare Isand Nava Shipyard, Vaejo, Caifornia. Each CIHL is accredited by the American Industria Hygiene Association (AIHA). Additionay, most industria hygiene offices can perform imited industria hygiene anayses, such as asbestos identification and airborne fiber concentration determination. SHORE SAFETY TRAINING PROGRAMS A we-deveoped and coordinated training effort, keyed to a eves and types of personne, is required to maximize safe operating practices and procedures. OSH training can change behavior and ead to mishap prevention and improved performance. The NAVOSH Training Group oversees the Navywide management of OSH training. This training group consists of a steering committee and four working groups. The working groups represent the surface ship, submarine, aviation, and shore communities and their specia training needs. The steering committee consists of a SYSCOM member and representatives from. OPNAV, CNET, CINCPACFLT, CINCLANTFLT, COMNAVSAFECEN, CHBUMED, NAVINSGEN, and PRESINSURV. Working together, this steering committee reviews, updates, and revises the NAVOSH/ Hazardous Materia Contro and Management (HMC&M) Navy Training Pan (NTP). This NTP provides for the manning, funding, and panning of NAVOSH training to support a communities and echeons. Activity OSH Training Activity OSH training programs are designed to instruct individua empoyees to work in a safe and heathfu manner. The training is taiored to each person s eve of responsibiity. OSHA reguations require empoyers to conduct hazard communication (HAZCOM) training. This training covers the specific hazards and safe work practices invoved in the handing of hazardous materias/chemicas. Figure 6-3 shows the HAZCOM training requirements. A top management personne, empoyee representatives, supervisory and nonsupervisory personne, and coatera duty OSH personne are required to have initia OSH orientation training. Initia and annua 6-4

105 training is required, when appicabe, for workers exposed to specific hazards, such as asbestos and ead. Professiona deveopment courses are required for fu-time OSH personne. Appendix 6-A of OPNAVINST C provides a compete isting of shore OSH training requirements. Forma safety courses are avaiabe through the Nava Safety Schoo ocated at the Nava Air Station, Norfok, Virginia. The schoo currenty provides shore-oriented safety courses avaiabe to miitary and civiian personne. For a ist of courses, quotas, and convening dates, contact Quota Contro at (804) or Defense Switched Network (DSN) Courses are aso avaiabe through the OSHA Training Institute, 1555 Times Drive, Des Paines, IL For a ist of courses, quotas, and convening dates, ca (708) Shore safety supervisors receive specific training as we as orientation, monthy, and annua refresher training on the activity s OSH Program. Supervisory personne aso receive training on how to manage the activity s OSH Program at the work unit eve. In this training, they earn how to train and motivate subordinates to deveop safe and heathfu work practices. They aso earn how to integrate occupationa safety with job training. Other OSH training for supervisory personne invoves the foowing areas: OSH performance measurement Job hazard anaysis Enforcement of NAVOSH standards Mishap investigation The use and maintenance of persona protective equipment Hazardous materia contro and management (HMC&M) Safety and Heath Reference Library The safety supervisor uses educationa and promotiona materias such as posters, fims, technica pubications, pamphets, and reated materias. These materias hep promote the reduction and prevention of workpace-reated accidents and injuries. Each shore activity is required to maintain a suitabe safety and heath reference ibrary. The oca OSH office usuay maintains this ibrary. Athough the oca office normay suppies the activity with educationa and promotiona materias, it can simpy provide the activity with information on how to procure the materias. Some materias are purchased through the Nationa Safety Counci or simiar organizations. Fims and video tapes are avaiabe through the Nava Education and Training Support Centers on a temporary or permanent custody basis. These centers are ocated on each coast. They may be contacted at the foowing addresses or phone numbers: Nava Education and Training Support Center, Atantic Code N5, Bdg. W313 Nava Station, Norfok, VA Phone (804) /1468, DSN /1468 Nava Education and Training Support Center, Pacific 921 West Broadway San Diego, CA Phone (619) , DSN OPNAV P-09B , Cataog of Navy/Marine Corps Audiovisua Productions, provides a isting of a avaiabe fims and video tapes. Various periodicas aso provide vauabe OSH information. They incude appicabe portions of the Federa Register, Defense Logistics Agency hazardous materia newsetters, and the foowing magazines:. Safetyine This magazine is pubished six times per year by the Nava Safety Center (NAVSAFECEN). Incuded in this magazine are artices on occupationa heath, weapons safety, off-duty safety, occupationa safety, high-risk training, fire prevention, motor vehices, and hazardous materias.. Occupationa Hazards You can receive this magazine at no cost by writing to Occupationa Hazards Magazine, 111 Chester Avenue, Ceveand, OH Occupationa Heath and Safety This magazine is avaiabe from Medica Pubications, Inc., 225 New Road, Waco, TX Materia Safety Data Sheets (MSDSs) for DOD materias are avaiabe on the Hazardous Materia Contro arid Management (HMC&M) data base, distributed on compact disk-read ony memory (CD-ROM). The HMC&M CD-ROM contains a variety of pubications, incuding MSDSs on the Hazardous Materia Information System (HMIS). Most shore commands are aready on quartery distribution for the HMC&M CD-ROM. 6-5

106 Safety and Heath Training Records The OSH office is responsibe for maintaining OSH training records. These records must be maintained for 5 years. As required by the Federa Personne Manua, civiian empoyee training must be documented in personne records. Miitary personne training is documented in the Genera Miitary Training Record. OSH offices aso maintain copies of esson pans used for oca training casses. OSH training records are reviewed during inspections. OCCUPATIONAL HEALTH STANDARDS The primary objective of the NAVOSH Program is to provide a safe and heathy work environment. Shore activity occupationa safety standards are derived from OSHA reguations such as 29 CFR 1910 Genera Industry Standards. Occupationa heath standards are aso derived from these reguations. Most safety deficiencies are recognized during workpace evauations and inspections. Deficiencies such as a broken guard on a grinder or paints stored near a heat source are obvious hazards. Occupationa exposures to gases, dusts, radiation, and vapors are ess obvious. Identifying and monitoring these heath hazards require a more eaborate program. Most hospitas and cinics have occupationa heath programs to support the activity OSH office in recognizing and controing these hazards. Occupationa heath programs are divided into the foowing two major speciaties: Industria hygiene Invoves surveiance of the workpace and evauation of identified heath hazards Occupationa medicine Focuses on job quaification examinations and the medica surveiance of empoyees potentiay exposed to workpace hazards Together, these speciaties try to identify, treat, and prevent acute and chronic occupationa inesses. Industria Hygiene Survey OPNAVINST C and DODINST , Industria Hygiene and Occupationa Heath, require the thorough evauation of each Navy workpace to accuratey identify and quantify a potentia heath hazards. An initia, or base-ine, industria hygiene survey is required for this evauation. However, potentia hazards that need to be monitored must be identified before the industria hygiene survey can begin. The base-ine survey is foowed by periodic surveys at intervas dependent upon the presence and degree of hazards found. Periodic surveys must be conducted at east annuay when hazards are found. Surveys may be schedued at onger intervas if no hazards are present. Changes in the workpace require a new base-ine industria hygiene survey, either for the entire workpace or just for those hazards specificay atered by the change. Limited or specia-purpose evauations can aso be conducted when probems arise or when new information is avaiabe about the hazards of an operation. The first step in the industria hygiene survey is a workpace assessment (wak-through survey). The responsibe industria hygienist or a quaified technician conducts this wak-through survey to obtain the foowing information: A description of each work site A description of operations and work practices A ist of hazardous materias or bioogica agents used and their rate of use A ist of physica hazards and their sources A description of existing contros (ventiation, persona protective devices, etc.) with an evauation of their use and effectiveness Foowing the wak-through survey, the industria hygienist prepares a written assessment of each workpace. Workpace Monitoring Pan Next, a workpace monitoring pan is deveoped for areas in which an empoyee might be exposed to toxic chemicas oe harmfu physica agents. The industria hygienist, assisted by the OSH office, deveops this pan based on a samping strategy designed to obtain sampes representative of actua exposures. NAVOSH standards or the professiona judgment of the industria hygienist determines the samping parameters needed to quantify empoyee exposures. In quantifying an exposure, the industria hygienist determines the measured exposure eve as compared to safe eves. That aows the hygienist to assess the 6-6

107 effectiveness of, or the need for, contro measures directed at reducing or eiminating heath hazards. The hygienist makes this assessment based on the resuts of the samping programs carried out within the work environment. If the exposure assessment shows that an empoyee might be exposed to toxic chemicas or harmfu physica agents, a workpace monitoring pan is prepared and carried out. Activity OSH personne and the responsibe medica command or cinic industria hygienists jointy deveop the Workpace Monitoring Pan, OPNAV 5100/14. They base the pan on a samping of actua exposures. Specific NAVOSH standards or, when such standards do not exist, the professiona judgment of the industria hygienist prescribes the frequency of monitoring. The resuts of the anaysis and interpretation of the data gained through this samping strategy serve severa purposes. They provide a timey assessment of hazards and provide recommendations for required changes to existing conditions. They aso determine requirements for medica surveiance of exposed personne. These resuts aso hep the OSH office and the command prioritize and fund corrective actions and determine manning and support services. Data pertinent to personne exposures are incorporated into each person s medica record. Survey, evauation, and monitoring records are retained for a minimum of 40 years (except asbestos monitoring records, which are retained indefinitey). Empoyees have access to records that pertain to their individua exposures as provided and defined in 29 CFR , Access to Empoyee Exposure and Medica Records. In chapter 5, we discussed industria hygiene and medica surveiance. Additiona information is avaiabe in chapter 8 of OPNAVINST C. NAVOSH INSPECTION PROGRAM Once the NAVOSH Program is in pace, we need a way of evauating program compiance and effectiveness. The NAVOSH Inspection Program has three eves of inspection:. Loca OSH office. Echeon 2 or 3 commanders. Nava Inspector Genera The Inspection Program is designed to identify deficiencies that must be corrected to protect personne and to meet the requirements estabished by federa agencies. A NAVOSH inspections must be conducted by inspectors trained and quaified in the subject they inspect. Workpace Safety Inspections At the activity eve, workpace inspections are targeted at identifying hazardous conditions, unsafe work practices, and vioations of standards. These inspections are aso used to foow up on accident reports and abatement programs. Workpace monitoring programs and medica surveiance requirements are aso determined at the oca eve. A Navy workpaces with recognized potentia heath hazards must be evauated at east annuay. More frequent inspections are required for areas with a high potentia for hazards. Deficiencies identified during oca inspections are documented on an OPNAV 5100/12, NAVOSH Deficiency Notice, as the written report of that workpace inspection. This report must be forwarded to the officia in charge of the area inspected within 15 working days of the inspection. We reviewed this process and hazard abatement in chapter 3. OSH Management Evauations Echeon 2 and 3 commanders conduct evauations of subordinate commands and fied activities. They ensure that their activities have an effective NAVOSH Program and that the program is propery carried out. Written reports of these management evauations are forwarded for action to the activity commander, commanding officer, or officer in charge. NAVOSH Oversight Inspections NAVOSH oversight inspections are conducted by the Nava Inspector Genera (NAVINSGEN) for shore activities and by the President, Board of Inspection and Survey (PRESINSURV), for afoat units. Both of these extensive inspections evauate compiance with a aspects of the NAVOSH Program. At shore activities, the NAVOSH Oversight Inspection Unit (NOIU), ocated in Norfok, Virginia, conducts oversight inspections. This is an extensive inspection invoving the use of a point system to quantify compiance. The Inspection Unit inspects those sites with the most severe safety and heath probems. It usuay conducts the inspections on short notice. 6-7

108 NAVINSGEN provides Chief of Nava Operations (CNO) with a semiannua summary of inspection resuts, incuding a summary evauation of program effectiveness. You can get hep in preparing for a management evauation or NAVINSGEN inspection from the foowing sources: NAVOSH Program Evauation Guide for Shore Activities, NAVSAFECEN PUB 5100/1. NAVSAFECEN, Code 41, commercia phone number (804) or DSN INSPECTIONS AND INVESTIGATIONS BY OSHA OFFICIALS Certain ships, Navy Faciities, and private sector contractor sites at Navy faciities are subject to Department of Labor (DOL) inspections. The DOL carries out the Occupationa Safety and Heath Act (OSHACT). The OSHACT provides for the deveopment, issuance, and enforcement of standards. Civiian empoyees, Navy or contractor, are protected by OSHA. Contractor Inspections The OSHACT defines DOD contractors, operating from DOD or privatey owned faciities ocated on or off Navy shore instaations, as empoyers. They are subject to enforcement authority by federa and certain state OSHA officias. Normay, federa and state OSHA officias are authorized to enter contractor workspaces without deay and at reasonabe times to conduct inspections. However, officias must arrange to provide the proper credentias authorizing the inspection before their visit. They wi be accompanied by representatives of the shore activity. A state may exercise jurisdiction over OSH matters invoving a contractor workpace at a Navy shore instaation provided the state has an OSH pan approved by the Secretary of Labor. Ony federa OSHA officias may perform inspections in DOD contractor workpaces situated in areas where the United States hods excusive federa jurisdiction, such as aboard nava vesses. Chapter 11 of OPNAVINST C covers various federa jurisdiction exceptions and exemptions. Navy Civiian Inspections Federa OSHA officias, acting as representatives of the Secretary of Labor, are authorized to conduct amounted or unannounced inspections of a Navy civiian workpaces. Excusions are workpaces in foreign countries and miitary workpaces staffed excusivey with miitary personne. Workpaces excuded from these inspections may be schedued as part of DOL s targeted inspection program. This scheduing may occur as a resut of an annua evauation of the DOD OSH Program or in response to a compaint from a Navy civiian empoyee or empoyee representative. OSHA may aso conduct an inspection soey at the discretion of the Secretary of Labor. Navy activities empoying civiians wi have a designated coordinator with whom federa OSHA officias interface for inspection purposes. Before an inspection, OSHA officias must present their credentias and inform the chain of command of their visit. During the inspection, they must abide by certain restrictions in taking photographs and accessing records. Federa OSHA officias are authorized to interview civiian empoyees or to be accompanied by empoyee representatives during the inspection. Reports and deficiency notices generated by federa OSHA officias are sent up the chain of command to the CNO. Specia requirements exist concerning access to areas requiring security cearances. As a safety supervisor, you shoud know that OSHA may inspect the work site of Navy civiians or contractors. Federa OSHA officias may inspect Navy civiian work sites. Federa and state OSHA officias may inspect contractor work sites. Aboard ship, ony federa OSHA officias may inspect Navy civiian or contractor work sites (fig. 6-4). If your work center or area is staffed excusivey with miitary personne, OSHA officias have no jurisdiction and are not authorized to conduct work-site inspections. NAVOSH reguations cover inspections of work centers or areas staffed stricty with miitary personne. Chapter 11 of OPNAVINST C provides detais on these inspections. MISHAP REPORTING FOR SHORE ACTIVITIES In chapter 4, we discussed mishap investigation techniques and procedures. Mishap reporting differs for 6-8

109 Figure 6-4. Inspection of Navy workpaces by federa and state OSH representatives. shore, afoat, and aviation activities. OPNAVINST C and OPNAVINAT C, Mishap Investigation and Reporting, govern shore activity mishap reporting. To track shore activity occupationa injuries and inesses, the OSH office uses the foowing ogs and reports: Log of Navy Injuries and Occupationa Inesses (civiian and miitary), Loca Form 5102/7 OPNAV Safety Report (SR), OPNAV 5102/9 (used for personne injury and materia property damage) Annua Report of Navy Civiian Occupationa Injuries and Inesses, 1146-DOL-XX(5102) Annua Summary of Navy Civiian Occupationa Injuries and Occupationa Inesses These reports may bring certain mishaps to the attention of the OSH office. The OSH office then conducts an investigation of that mishap. If the mishap meets the criteria of a reportabe mishap, the OSH office ensures a mishap report is prepared. Mishap reports are sent to the Nava Safety Center, which maintains mishap statistics for miitary and civiian mishaps. Reportabe Shore Mishaps Any injury, fataity, or occupationa iness occurring ashore that resuts in one or more of the foowing events wi be investigated and reported:. A fataity or hospitaization of five or more peope. A ost workday case that prevents a miitary person from performing reguary estabished duty or work for a period of 1 day or more before 2400 on the day of injury or onset of iness; or a ost workday case that causes a civiian empoyee to miss work for a fu shift on any day before the day of injury or onset of iness. Ony ost workday cases resuting in 5 or more days away from work are reportabe to the Nava Safety Center. Eectric shock resuting from an equipment design deficiency. 6-9

110 . Chemica or toxic exposure or an oxygen deficiency requiring medica examination or attention.. A student mishap at a training command that resuts in any interruption or cessation of forma training in which at east 1 day of instruction is ost or the student is roed back or disenroed from the course.. A contractor mishap caused by contractor operations that resuts in reportabe injury or occupationa iness to miitary or on-duty civiian personne.. Fires, injuries, and fataities associated with fires. Materia (property) damage occurring ashore invoving a repair or repacement cost of $10,000 or more as a resut of a mishap. Cost of repair or repacement incudes cost of abor; a DOD man-hours wi be computed at $16 per hour for that purpose. Exampes of reportabe mishaps are those invoving the improper operation or maintenance of equipment, improper ashore cargo handing, and equipment casuaties caused by eectrica fauts. Damage to sma craft and service craft assigned to a shore activity is aso reportabe. Exposive and conventiona ordnance mishaps. DOD motor vehice mishaps invoving coisions with other vehices; pedestrians or bicycists struck by a motor vehice or other objects; persona injury or property damage caused by cargo shifting in a moving vehice; persona injury in moving vehices or from fas from moving vehices; towing or pushing mishaps; and other injury or property damage when on or more of the foowing conditions resut: 1. At east $2,000 property damage 2. A fataity or ost-time injury (5 or more ost workdays) 3. A fataity or injury requiring treatment greater than first aid to non-dod personne. A traffic mishap that does not invove a government motor vehice but resuts in a fataity or ost-time injury (5 or more ost workdays) to miitary personne or to on-duty DOD civiian personne or resuts in $2,000 damage to DOD property. Coisions invoving pedestrians or bicycists struck by a motor vehice and other objects are to be incuded if reporting requirements are met.. Off-duty, recreation, athetic, and home mishaps. (Chapter 11 of this manua covers the Recreation, Athetics, and Home Safety Program.). Diving mishaps if they resut in a fataity regardess of the time between the diving incident and death or whether hyperbaric treatment-recompression therapy was conducted as a resut of aviation bends or a diving mishap or any diving injury that resuts in 5 or more ost workdays. An exception to these shore mishap reporting requirements is made for aircraft and aviation accidents. Chapter 8 of this training manua covers nava aviation safety. Specia Investigations for Shore Mishaps If an occupationa on-duty shore mishap resuts in a fataity or hospitaization of five or more persons, the responsibe echeon 2 command initiates an investigation within 48 hours of notification of the mishap. The echeon 2 command estabishes an investigative team to examine the cause of the mishap and recommend corrective action. The eader of this team may be either from headquarters or from a subordinate command other than the mishap activity, This team eader must be a senior ine officer (O-5 or above) or an OSH professiona. The Nava Safety Center may aso provide a team member. An investigation is not required for motor vehice mishaps or for mishaps excusivey invoving contractor personne. The mishap investigation team reports its findings to the Nava Safety Center, Chief of Nava Operations (N9), and the chain of command in a detaied For Officia Use Ony mishap report. Formats for Reporting Shore Mishaps The five formats for reporting shore mishaps, as provided in OPNAVINST C, are as foows. Diving Mishap/Hyperbaric Treatment/Death Report, OPNAV Exposive Mishap Report (EMR)/Conventiona Ordnance Deficiency Report (CODR), DD-FM&P(AR) 1020(5102) Motor Vehice Mishap Report, OPNAV OPNAV Safety Report (SR), OPNAV 5102/9 (for personne injury and materia damage) 6-10

111 These reports must be submitted to the Nava Safety Center within 30 days of the mishap, except as directed in specia cases in OPNAVINST C and OPNAVINST C. SUMMARY In this chapter you earned the NAVOSH Program requirements specific to shore activities. You earned about organization and staffing, OSH training programs, and occupationa heath program fundamentas. You reviewed workpace monitoring and NAVOSH inspections as we as inspections by OSHA officias. You earned the different mishap reporting requirements for Navy civiian, miitary, and contractor personne at shore activities. You aso earned the importance of carefuy coordinating NAVOSH and OSHA reguations to ensure worker protection. 6-11

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113 CHAPTER 7 AFLOAT SAFETY Ships and submarines present unique hazards not found at shore industria activities. As discussed in chapter 1, Department of Defense (DOD) safety directives aow for the adjustment of Occupationa Safety and Heath Administration (OSHA) safety standards for miitary systems and equipment. We must attain the highest possibe safety standards within these imitations. As we have a separate safety program for shore activities and aviation, we address afoat safety standards in its own directive, OPNAVINST B, Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat. Another instruction (OPNAVINST B, Afoat Mishap Investigation and Reporting) incudes additiona requirements for shipboard safety. The Afoat Safety Program appies to a DOD miitary and on-duty civiian personne assigned to or embarked in a U.S. Navy vesse. The program aso covers U.S. Nava Reserve and Miitary Seaift Command (MSC) vesses manned by miitary personne and civi service empoyees. Because of the manning compexities of MSC ships, a command may taior some administrative procedures for MSC ship appication. However, the procedures must provide protection equa to, or better than, those contained in OPNAVINST B. In this chapter, we wi address the foowing topics: Afoat Safety Program background and goas Afoat Safety Program eements Afoat Safety Program organization Shipboard safety organization Afoat safety training Afoat Safety Program evauation Surface ship safety standards Afoat mishap reporting by eiminating or controing hazards. By achieving this goa, we reduce injuries, deaths, and materia damage. Another goa of the program is to setup and maintain a feetwide atmosphere of safety consciousness. This awareness must be foremost in every evoution of the program. To achieve the Afoat Safety Program goas, we must strive for constant improvement through positive eadership. We need personne at a eves to take part in the Afoat Safety Program. We aso need the support of those who oversee the program in heping to ensure compiance. You can easiy see how your roe as a supervisor fits into this program. The critica, first step in achieving the Afoat Safety Program goas is hazard identification. Hazard identification requires a eves of the chain of command to practice safety awareness by continuousy watching for hazards. Preventing mishaps depends on the eimination, contro, and correction of hazards. We discussed hazard abatement in chapter 3. Remember, you cannot eiminate some hazards. In such cases, you can reduce the risk through engineering contros, administrative contros, and persona protective devices. OPNAVINST B, Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, introduces specific requirements on hazard awareness, identification, reporting, and correction. A commands shoud take the foowing actions: Report unsafe or unheathfu conditions, without fear of reprisa Take positive action on a reports of unsafe conditions Correct unsafe conditions based on the severity of the hazard Investigate and report mishaps and near mishaps and rapidy issue essons earned to prevent recurrence AFLOAT SAFETY PROGRAM GOALS Attaining the highest degree of operationa readiness and mission accompishment is the primary goa of the Afoat Safety Program. We achieve this goa AFLOAT SAFETY PROGRAM ELEMENTS The Afoat Safety Program encompasses a variety of operationa safety, genera safety, and heath program 7-1

114 eements. Various directives contain safety guidance and standards. Commanding officers wi use them to set up their shipboard safety program. For a ist of references providing detaied safety program guidance, refer to encosure (11) of OPNAVINST B, Afoat Mishap Investigation and Reporting. This encosure refers you to other directives for safety standards to prevent you from studying dupicate and conficting information. You can find most of the shipboard safety standards in the NAVOSH Program Manua for Forces Afoat, OPNAVINST B. Voume I contains detaied program administration requirements. Voume II provides safety standards for surface ships, and voume III provides submarine safety standards. Voumes II and III repace the superseded instruction, Safety Precautions for Forces Afoat. The foowing pubications aso contain safety precautions: Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B Standard Organization and Reguations of the U.S. Navy, OPNAVINST C Afoat Mishap Investigation and Reporting, OPNAVINST B U.S. Navy Reguations, 1990 CHIEF OF NAVAL OPERATIONS The Chief of Nava Operations (CNO) is responsibe for executing and managing the Afoat Safety Program. The CNO ensures safety training is provided to a U. S. Navy afoat commanding officers, executive officers, department heads, and primary and coatera duty ship s safety officers. In addition, the primary duty safety officers assigned to readiness group and squadron staffs aso receive safety training. Nava Ships Technica Manuas (NSTMs) Genera Specifications for Ships of the United States Navy (GENSPECS) Genera Specifications for Overhau of Surface Ships (GSO) Nava Sea Systems Command instructions Bureau of Medicine and Surgery instructions Ordnance pubications (OPs) Feet and type commander directives AFLOAT SAFETY PROGRAM ORGANIZATION SYSTEMS COMMANDERS Systems commanders (COMNAVSEASYSCOM, COMNAVAIRSYSCOM, COMSPAWARSYSCOM, and COMNAVSUPSYSCOM) provide technica focus for comprehensive deveopment, assessment, and administration of surface ship, air, and submarine safety programs. When requested, they hep mishap investigation boards in the investigative process. Systems commanders respond to the recommendations and corrective actions deveoped by the type commanders. They aso issue proper documentation to correct hazardous conditions. Finay, COMNAVSEA- SYSCOM maintains membership in the Safe Engineering and Operations Program (SEAOPS) for the anding craft, air cushion (LCAC) review committee. Primary responsibiity for directing the Afoat Safety Program rests with the chain of command. The chain of command incudes commanding officers, executive officers, department heads, division officers, division eading petty officers, and work center supervisors. It aso incudes the individua saior or MSC civiian worker. Chapter 1 discussed a typica ship safety organization. The safety organization provides a means to introduce the program and set it in motion. A eves in the chain of command have some specific safety duties and responsibiities. You shoud consut the foowing instructions for further information on specific duties and responsibiities: CHIEF OF NAVAL EDUCATION AND TRAINING (CNET) Chief of Nava Education and Training (CNET) is responsibe for ensuring that subordinate commands provide effective safety training at a eves in the chain of command. CNET aso ensures that safety awareness is an extensive and integra part of every U.S. Navy training course. COMMANDER, NAVAL SAFETY CENTER Commander, Nava Safety Center (COMNAV- SAFECEN), supports the Assistant/Deputy Chief of 7-2

115 Nava Operations (N4, N87, N86, and N88) and the systems commanders in effecting, maintaining, and improving the Afoat Safety Program. COM- NAVSAFECEN recommends revisions to OPNAV- INST B about safety standards for forces afoat and periodicay reviews and revises OPNAVINST B. Nava Safety Center personne, aso act as technica consutants for a afoat safety training. At east annuay, COMNAVSAFECEN reports on the Afoat Safety Program compiance to the assistant Chiefs of Nava Operations. These reports are based on the anaysis of data coected during safety surveys. COMNAVSAFECEN provides an advisor to mishap investigation boards for Cass A mishaps. The commander coordinates, with the type commander (TYCOM), recommendations for investigation of other than Cass A mishaps that may warrant a mishap investigation board. When agreed upon with the type commander, COMNAVSAFECEN aso provides an advisor for mishap investigation boards for other than Cass A mishaps. COMNAVSAFECEN determines, when appropriate and if requested, the privieged or nonprivieged status of a mishap investigation board evidence. COMNAVSAFECEN conducts the fina review and anaysis of mishap investigation reports (MIRs). He or she endorses MIRs and provides a copy to a endorsers. me Nava Safety Center retains, as the custodian, MIRs and the endorsements for at east 5 years. COM- NAVSAFECEN checks the competion of corrective action resuting from an MIR. Sanitizing MIRs and endorsements for use in safety training upon request is another COMNAVSAFECEN responsibiity. Sanitizing incudes removing a identifiabe data that coud connect the report to an individua, organization, or particuar mishap. COMNAVSAFE- CEN prompty distributes essentia information, such as essons earned, to cognizant commands. The Nava Safety Center aso maintains a centraized historica safety data repository. TYPE COMMANDERS Submarine, surface, air, Nava Reserve, and MSC TYCOMs ensure subordinate afoat commands set in motion and maintain the Afoat Safety Program. Through group and squadron commanders, TYCOMs foster a positive atmosphere that encourages and demands continuous attention to hazard identification, mishap prevention, and proper reporting. TYCOMs ensure the correction of documented hazards receives priority during avaiabiity panning. Additionay, they make sure subordinate units conduct timey and compete shipboard safety mishap investigations. A TYCOM directs the forma investigation of any Cass B mishap. Additionay, a TYCOM directs a mishap investigation board in the investigation of other mishaps if the investigation may revea vita safety information. TYCOMs wi provide and maintain the overa Quaity Assurance (QA) Program as an integra part of mishap prevention. In maintaining the QA Program, they must strive to eiminate the hazards in dangerous shipboard systems. TYCOMs coordinate with the COMNAVSAFECEN, COMNAVSEASYSCOM, and other technica agencies in providing aid to the mishap board, when requested. GROUP AND SQUADRON COMMANDERS Group and squadron commanders ensure subordinate commands execute and maintain the Afoat Safety Program according to the poicy and phiosophy of OPNAVINST B. They must incude eements of this program in command inspections, incuding evauation of the QA process in maintaining shipboard systems. They aso hep units identify hazards beyond their capabiity to correct in the avaiabiity work package. The units shoud then schedue the correction of these hazards. Additionay, group and squadron commanders ensure subordinate commands incude mishap prevention, investigation, and reporting in their group and squadron training requirements. The TYCOM directs this training. Finay, group and squadron commanders make sure commanding officers are informed of hazardous conditions and of specific hazards identified by a mishap investigation. GROUP OR SQUADRON SAFETY OFFICER The group or squadron safety officer acts as the principa advisor to the commander for the Afoat Safety Program. Group and squadron safety officers were first assigned as a primary duty in These fi-time safety officers provide continuity in the chain of command for safety matters from the ships to the TYCOM. The group or squadron safety officer maintains appropriate safety records and mishap statistics. He or she then makes this information avaiabe to a mishap board upon request. The group or squadron safety 7-3

116 officer aids subordinate commands in conducting safety mishap investigations for a other reportabe and specia case mishaps. Assuring distribution of safety information and essons earned resuting from mishap investigations is an additiona responsibiity of the group or squadron safety officer. The group or squadron safety officer schedues and coordinates mishap prevention and hazard awareness training with the group or squadron training officer. The safety officer heps subordinate commands in rating their compiance with suitabe instructions and in rating the effectiveness of their safety and QA programs. The group or squadron safety officer aso coordinates with the staff materia officer to ensure that the Current Ship s Maintenance Projects (CSMPs) identify hazards beyond ships force capabiity to correct. SHIPBOARD SAFETY ORGANIZATION Chapter 1 discusses the shipboard safety organization in detai. OPNAVINST B outines some of the specific duties of the shipboard safety organization deaing primariy with mishap investigation and reporting. COMMANDING OFFICERS, MASTERS, AND CRAFTMASTERS Commanding officers, masters, and craftmasters must conduct an aggressive, positive Afoat Safety Program based on OPNAVINSTs B and B. They ensure a mishaps are investigated and assist mishap investigation boards in their investigations. The safety officer acts as the principa advisor to the commanding officer for the Afoat Safety Program. AFLOAT SAFETY OFFICERS The afoat safety officer reports directy to the commanding officer in matters about hazardous or unsafe conditions or operations. The safety officer reports through the executive officer for matters on program administration, program deficiencies, and corrective action status. The safety officer heps the commanding officer conduct mishap investigations for a reportabe mishaps not investigated by mishap investigation boards. In case of a mishap, the safety officer aids the commanding officer in the foowing responsibiities: Making an accurate pot of the scene Taking photographs or making videotapes of the wreckage, its distribution, and the surrounding area Diagraming any underwater damage Submitting the appropriate report (fig. 7-1) DEPARTMENT HEADS, DIVISION OFFICERS, AND WORK CENTER SUPERVISORS Department heads, division officers, and work center supervisors incude information on mishap prevention and investigations in genera miitary training (GMT). They must emphasize the positive, a-hands approach to safety awareness and hazard identification. They must report hazards as outined by OPNAVINST B. They aso must inspect a work and make sure a repair actions under their responsibiity conform with QA procedures. ALL HANDS A hands must know and obey a safety precautions and standards. They must report suspected unsafe or unheathfu work procedures or conditions to their immediate supervisor. In addition, personne must report any injuries, occupationa inesses, or property damage resuting from a mishap to their supervisors. Finay, they shoud hep a safety investigators by vountariy providing mishap information. AFLOAT SAFETY TRAINING The key to a successfu safety program is quaity training. CNET provides safety training at a eves in the chain of command. The Navy Occupationa Safety and Heath (NAVOSH)/Hazardous Materia Contro and Management (HMC&M) Navy Training Pan, NTP S , requires that a U.S. Navy courses, from recruit through commanding officer training, incude safety topics. The pan aso requires the periodic review and revision of safety courses to ensure they refect current safety standards. SHIPBOARD SAFETY TRAINING Buiding and expanding upon NAVOSH forma training requires an effective, onboard training effort. The safety officer and the organization of division safety petty officers provide a cadre to execute onboard training. A shipboard personne wi receive Afoat 7-4

117 Figure 7-1. Afoat mishap pathfinder. 7-5

118 Safety Program indoctrination and annua refresher training that incudes the foowing topics: An introduction to the Afoat Safety program, the identity of key safety personne, and the identity of safety chain of command personne Detaied information on mishap prevention, investigation, and reporting with emphasis on privieged information Safety precautions and safety standards Hazard identification and reporting procedures You may wish to use the NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, in conducting the shipboard training required by OPNAVINST B. The training guide combines occupationa heath and safety subject matter into 20 generic esson guides, compete with quizzes and handouts. It aso provides ists of avaiabe training aids, video tapes, and forma course information. It suppies a sampe ong-range training pan, references, and a technica assistance guide. Instructors for the afoat training guides shoud be E-5 or above, preferaby safety petty officers or medica department representatives. The instructor does not have to be a subject matter expert. Make afoat safety and occupationa heath training apart of your command training pan. Incude it as GMT in the ong-range training pan for your ship. FORMAL TRAINING FOR SHIPBOARD SAFETY AND HEALTH PROGRAMS In addition to shipboard training, severa shore courses are offered for shipboard personne. Feet training centers, the Nava Safety Center, the Nava Safety Schoo, and Navy Environmenta and Preventive Medicine Units (NEPMUs) conduct the training. The NAVOSH training incorporated into these courses reinforces basic and speciaty training. This training provides direct support toward the management of hazard-specific programs associated with the NAVOSH Program. Forma NAVOSH training provides personne with information on how to detect hazards, perform surveiance, report deficiencies, report mishaps, conduct training, and achieve program eements. The NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, ists these courses. Forma safety training was upgraded in 1991 in response to a tasking from the Chief of Nava Operations for an improved Afoat Safety Program. The Nava Safety Center deveoped two new safety officer courses and heped to revise the safety supervisor course. The foowing forma training is provided for the surface ship and submarine safety organization: AFLOAT SAFETY OFFICER COURSE (A-4J-0020) This 10-day course trains commissioned officers, warrant officers, and Miitary Seaift Command first officers who have been or wi be assigned as a command s safety officer. The course concentrates on preparing primary and coatera duty safety officers to manage the program aboard their commands. The Surface Warfare Officer Schoo staff in Newport, Rhode Isand, presents the course, which they export to major feet home ports. The course uses OPNAVINST B to provide instruction on hazard identification (inspections and industria hygiene surveys), medica surveiance, and hazard abatement. It aso covers program evauation, training, safety standards and reguations, and the Safety Counci and Enisted Safety Committee. It aso addresses the major hazard-specific and support programs and the detaied instruction on mishap investigation and reporting. This course is required for staff and shipboard primary and coatera duty safety officers. SUBMARINE SAFETY OFFICER COURSE (F-4J-0020) This 4-day course is a condensed version of the 10-day Afoat Safety Officer course. It is taiored excusivey for submarine, coatera-duty safety officers. The submarine training faciities at Norfok, Virginia, and Pear Harbor, Hawaii, present the course. This course provides the same topics as the afoat course but drops the surface-ship-unique topics. A coatera duty submarine safety officers shoud compete either this course or the Afoat Safety Officer course. SAFETY PROGRAMS AFLOAT COURSE (J ) This 5-day course, presented at feet training centers, provides speciaized NAVOSH training to senior enisted personne. Anyone who takes the course must be an E-5 or above who has been, or wi be, assigned to duty as a division safety petty officer or safety supervisor. One-haf of the division safety petty officers from each ship wi attend this course before, or within 6 months of, their assignment. Training covers information on workpace monitoring, hazard identification, hazard abatement, and deficiency correction. In addition, personne receive training on rating the division safety program, safety standards and reguations, mishap or near-mishap investigations, and division safety training. 7-6

119 Division safety petty officers aso receive training on the enisted safety committee, using and caring for persona protective equipment, and advising the division officer on safety matters. This course heps the student deveop and maintain an effective division safety program. AFLOAT SAFETY PROGRAM EVALUATION The principe way commands discover hazards is through workpace inspections. The command s supervisors direct the workpace inspections. They arrange for appropriate safety and heath personne to evauate ship s spaces and equipment. They aso routiney observe operations at the jobsite. Onsite observations enabe supervisors to detect and correct hazards resuting from noncompiance with the safety standards contained in OPNAVINST B, voumes II and III. Commands use industria hygiene surveys as another method of identifying and evauating workpace hazards. Professiona industria hygienists conduct these surveys to evauate each workpace for occupationa hazards and physica stressors. This survey identifies medica surveiance requirements. The examinations detect adverse heath effects resuting from heath hazardous exposure associated with duties. ANNUAL WORKPLACE SAFETY INSPECTIONS Every workspace on board ship shoud be inspected for safety hazards at east once a year. The safety officer wi ensure this inspection is conducted. An experienced officer, accompanied by a division safety petty officer (or aboard submarines, a submarine-quaified senior petty officer from the division), is assigned to accompish the safety inspection of a workpace. Appendix A3-A of OPNAVINST B provides inspection guidance in the form of checkists. Safety inspections of a workspaces/equipment need not be conducted at one time. During reguary schedued zone inspections, you can designate certain spaces to receive safety zone inspections. These zone inspections wi make up the safety inspection. The competed Workpace Inspection Form with an accompanying deficiency ist, such as a Zone Inspection Deficiency List (ZIDL), is returned to the safety officer upon competion of the inspection. That aows the hazards to be documented and foowed for corrective action. INDUSTRIAL HYGIENE SURVEYS This survey quantifies hazardous exposures associated with heath-hazardous operations based on actua measurements. We discussed industria hygiene services in chapter 5. The industria hygiene survey provides the foowing information: Summary of NAVOSH Program compiance List of asbestos hazards List of eye hazardous areas Respiratory protection requirements Lead hazard areas or processes Medica surveiance requirements Other data from measurements and air samping Industria hygiene surveys are conducted between the competion of each yard period and before depoyment. These surveys wi normay be accompished by a Navy Environmenta and Preventive Medicine Unit (NEPMU) or a tender or aircraft carrier industria hygiene officer. The safety officer shoud keep a copy of the survey report and foow up on corrective actions. JOBSITE OBSERVATION It is amazing how many peope can wak right by a hazard and not notice it! Every supervisor, of every rank, has an obigation to be on the ookout for hazards. Most hazards are identified through jobsite observation. The commanding officer, executive officer, safety officer, department heads, division officers, and work center supervisors shoud routiney wak through workspaces during the workday or during evoutions to observe jobaite performance. They shoud make these observations to detect and correct hazards resuting from worker noncompiance with safety standards. Supervisors shoud correct those hazards that can be corrected on the spot and document a others. They may need to take temporary measures to prevent a mishap unti a permanent correction is made. MASTER-AT-ARMS FORCE INSPECTIONS Members of the master-at-arms (MAA) force act as roving safety inspectors during their norma tours of the command. They must be aert to any deficiencies or hazards that coud resut in injury to personne or 7-7

120 damage to equipment. They assist the safety officer in keeping the NAVOSH Program visibe to a hands. They attempt to have any observed deficiency or hazard corrected on the spot. If that is not possibe, they wi report the deficiency to the safety officer or their supervisor. Athough submarines do not have an MAA force, roving watch standers can sti be on the ookout for hazards. NAVSAFECEN SAFETY SURVEYS Ships shoud request a Shipboard Safety Survey from the Nava Safety Center once every 3 years (2 years for submarines). The NAVSAFECEN conducts the Shipboard Safety Survey, which takes 1 or 2 days. During the survey, NAVSAFECEN ooks at representative operations throughout the ship. It identifies safety hazards, trains safety officers and safety petty officers, and provides the commanding officer with an evauation of the safety status of the command. Since the intent of the survey is to promote hazard awareness, the survey report is made ony to the ship. No grade or reative standing is assigned, and foow-up reports are not required. FORMAL SAFETY INSPECTIONS Many forma inspections conducted afoat and ashore review safety procedures and conditions. The Board of Inspection and Survey (INSURV), under the administration of the CNO, conducts a materia inspection of ships. This inspection, taking 3 to 5 days (part of which is under way), takes pace 4 to 6 months before a reguar overhau, or about every 3 years. INSURV aso inspects ships before their decommissioning and inspects (through sea trias, acceptance trias, or fina contract trias) newy constructed ships. One area the Board inspects is NAVOSH. This area of the inspection incudes a thorough examination of the ship s programs, training, administration, and materia condition. The foowing are exampes of other forma inspections conducted aboard ships, which cover eements of the NAVOSH Program: Operationa propusion pant examination (OPPE) Light-off examination (LOE) Logistics management assessment (LMA) Medica readiness inspection (MRI) Command inspection by the immediate superior in command (ISIC) or type commander (TYCOM) Various weapons and radioogica contros inspections Intermediate maintenance activity (IMA) audit/maintenance materia inspection (MMI) (tenders ony) Preparation for any of these forma inspections is extensive and time consuming, especiay if you don t keep the programs up to date. A routine sef-inspection and survey program can hep you stay ahead of hazard correction and keep your command ready for inspection. Voume I of OPNAVINST B provides checkists at the end of every chapter. These checkists hep you evauate your program and determine your course of action for inspection preparations. SURFACE SHIP SAFETY STANDARDS As stated earier, shipboard ife is one of the most hazardous working and iving environments in existence. The existence of hazardous materias and equipment contributes to the creation of a mishap-prone environment. A ship is a constanty moving patform subject to conditions such as weather, coision, and grounding. These conditions hep to create a mishap-prone environment. Therefore, you can see how dangerous a ship s environment can be. Any chain of events coud ead to a major catastrophe. Because of that, personne must foow both PRACTICAL SAFETY and prescribed SAFETY REGULATIONS to prevent persona injury and iness. Every time a mishap occurs invoving a vioation of an afoat safety standard, you shoud once again bring the standard to the attention of a personne. You can do that by using Pan of the Day (POD) notes or division training at quarters. Most saiors receive instruction on safety standards at recruit training and at advanced training schoos. However, don t forget the new crewmember reporting on board! Give him or her a copy of the afoat safety standards found in chapter C1 (for surface ships) and chapter D1 (for submarines) of OPNAVINST B. Briefing the new crewmember on the intent and importance of the standards is important. 7-8

121 We wi now examine genera safety standards that appy to a shipboard operations and spaces. The foowing 40 standards may save your ife! 1. Locate and remember a exits from working and iving spaces that you frequent. 2. Know the storage ocation of ife jackets in or near working and iving spaces. 3. Make sure you secure or ash down a movabe objects in your spaces. 4. Aways wear cothing that snugy fits your body. 5. Carry a oad in a reamer that aows one hand to be free when practica. 6. Aways move up or down a adder with one hand on the raiing. 7. Know the emergency shutdown procedures for a equipment you use. 8. Make sure you do not bock exits with equipment or boxes. 9. Ensure ventiation ducts are free of bockage Use equipment in an authorized manner, and make sure it is used ony by authorized personne. Wear sungasses topside ony. Cose and dog watertight doors if so designated during norma operations. Know the ocation of ife rings, watermarkers, and fares. Know the areas where you shoud wear protective equipment. Inform senior personne responsibe for a given space or equipment if you discover unsafe conditions. Do not ean against ifeines. Keep decks free of obstaces and materias causing sippery conditions. Post sippery areas with a warning sign. Make sure you insta nonskid around machinery work areas. Provide temporary protection by guardrais or chains, suitaby supported by stanchions or pads, when opening accesses in bukheads or decks normay cosed Prohibit horsepay aboard ship. Prevent personne from wearing rings, watches, key rings, and other items that might become entanged or caught on projections. Aways wear approved safety shoes when the job requires it. Carry as itte in your pockets as possibe. Wak, don t run in passageways. Be cautious when nearing a bind corner. Know the ocation of a ifeboat and iferraft stations. Know how to proceed to them from your iving and working spaces. Identify the ocation of a fire stations and other fire-fighting equipment in or near your Never stradde or step over ines, wire, and chains under tension. Wear a ife jacket topside where the potentia exists of faing, sipping, or being thrown or carried into the water. Never ock escape scuttes so personne cannot open them from the inside. Never dismante or remove any ifeine or hang or secure any weight or ine to any ifeine except as authorized by the commanding officer. Never dismante or remove any incined or vertica adder without permission from the commanding officer. Secure such areas with temporary ifeines and post with a warning sign iving or workspaces. Keep constanty famiiar with the whereabouts of crewmembers in the space where you are working. That is especiay important if the work is in tanks, voids, or other restrictedmovement areas. Smoke ony in designated areas Never operate machinery or equipment with defective safety devices without permission of the commanding officer. Never tamper with or render ineffective any safety device, interock, ground strap, or simiar device intended to protect operators or equipment without the approva of the commanding officer. 7-9

122 Figure 7-2. Afoat mishaps from 1983 through Never open or cose eectrica switches and pipe vaves uness authorized to do so. Make sure you pad ow overheads above incined adders (72 inches) and passageways (75 inches). Coor-code hazardous areas around machinery and eevators to warn peope of danger areas. Rig heavy weather ifeines before expected incement weather. Attach a safety ine to workers when working in a tank or void. AFLOAT MISHAP REPORTING In ate 1989, in response to a rash of shipboard mishaps, the Chief of Nava Operations (CNO) caed a Navywide safety standdown (fig. 7-2). After the standdown, CNO tasked Commander, Nava Safety Center (COMNAVSAFECEN) with providing recommendations to improve our safety programs among ships and submarines. These recommendations were as foows: Estabish better afoat mishap investigation and reporting procedures. c Add primary duty safety officers to group and squadron staffs and arge ships (crew greater than 500). Upgrade safety training. Safety officias found that athough the aviation community was thorough in its investigation of serious mishaps, ships were ineffective in reporting mishaps. Without detaied investigations, we were unabe to provide essons earned in a timey manner. CNO directed COMNAVSAFECEN to create an afoat safety program patterned after the Aviation Safety Program in OPNAVINST Q. 7-10

123 OPNAVINST B provides detaied procedures and report formats for afoat mishap investigation and reporting. Athough safety professionas were assigned to type commander staffs, no primary duty safety officers served within the chain of command between the safety professionas and the ships. Beginning in 1991, primary duty safety officers were assigned to readiness squadrons and group staffs. Primary duty safety officer biets were aso added to fast combat support ships (AOEs). Other arge ships aready had primary duty safety officers. Ships with a crew of ess than 500 personne were to assign a coatera duty safety officer. A of these assignments provided continuity and assistance throughout the chain of command for safety issues. During the period foowing 1991, safety training needed to be upgraded. New directives and emphasis on safety required a safety officer to have more in-depth knowedge and capabiities. Therefore, the CNO tasked NAVSAFECEN to deveop a 10-day afoat safety officer course, now presented by Surface Warfare Officer Schoo in Newport, Rhode Isand. In 1992, NAVSAFECEN deveoped a 4-day submarine safety officer course, now presented by the submarine training faciity in Norfok, Virginia, and the Nava Submarine Training Center in Pear Harbor, Hawaii. The course for safety petty officers offered at feet training centers was upgraded from 4 to 5 days and expanded to incude additiona safety skis. Afoat safety training was aso added to many surface warfare officer courses, enisted A and C schoos, and recruit training. When afoat mishaps occur, accurate mishap investigation and reporting serves to prevent mishap recurrence. We derive our genera safety mishap investigation and reporting procedures from DOD Instruction , Mishap Investigation, Reporting, and Recordkeeping. We discussed mishap investigation procedures in chapter 4. Investigative procedures are simiar no matter where the mishap occurs. What mishaps are reportabe and the procedures used to report mishaps are different for afoat, ashore, and aviation mishaps. OPNAVINST B, Afoat Mishap Investigation and Reporting, provides specific reporting procedures for those mishaps occurring aboard surface ships and submarines. DODINST provides for the various mishap categories and types of reports. The cass of mishap is determined by the cost of damage and extent of injury or fataity. The reports are cassified as either a Genera Use Mishap Report or Limited Use Mishap Report. We define an afoat mishap as any mishap caused by DOD operations resuting in injury, work-reated iness, or death to embarked DOD miitary or civiian personne. An afoat mishap aso incudes materia oss or damage occurring on board a afoat U.S. Navy units and their embarked craft. Shipboard mishap investigation and reporting procedures appy to mishaps occurring on board a U.S. Navy vesses and their embarked or eased craft. AFLOAT REPORTABLE MISHAPS The categories of reportabe afoat mishaps are as foows:. Cass A Mishap. Reportabe damage of a tota cost of $1,000,000 or more or any injury or work-reated iness resuting in death or permanent tota disabiity. A Cass A mishaps require investigation by a mishap investigation board and the submission of a Mishap Investigation Report (MIR). OPNAVINST B provides the MIr format.. Cass B Mishap. Reportabe property damage of a tota cost of $200,000 or more, but ess than $1,000,000; an injury or work-reated iness resuting in permanent, partia disabiity; or a mishap resuting in the hospitaization of five or more peope. A Cass B mishap requires the submission of a Mishap Report (MR) to the Nava Safety Center. OPNAVINST B provides the MR format.. Cass C Mishap. Reportabe property damage of a tota cost $10,000 or more, but ess than $200,000; or an injury preventing an individua from performing reguary schedued duty or work beyond the day or shift on which the mishap occurred; or a nonfata iness or disabiity causing oss of time from work or disabiity at any time (ost time case). A Cass C is ony reportabe in an MR under the foowing conditions: The tota cost of reportabe property damage is $10,000 or more, but ess than $200,000. It resuts in an injury preventing an individua from performing reguary schedued duty or work 5 days beyond the day or shift on which the mishap occurred.. Specia Case Mishaps. For data coection and anaysis purposes, the foowing specia case mishaps are reportabe to the NAVSAFECEN in an MR: 7-11

124 A cases of eectric shock. A cases of toxic, hazardous chemica, or hazardous materia exposure requiring medica attention. A cases of oxygen deficiency requiring medica attention. A cases of back injury requiring medica attention. A mishaps invoving exposives, oxidizers, incendiaries, exposive systems, or chemica warfare agents. They incude mishaps resuting from the detonation, accidenta aunch, mafunction, dangerous defect, or improper handing of a weapon; damage to a aunching device; a weapon impact off-range; or any other unusua or unexpected weaponsreated occurrence. They are reported using the information and format provided in OP- NAVINST B. An exposive mishap that meets the criteria for an afoat Cass A mishap requires a forma mishap investigation and the submission of an MIR. OFF-SHIP REPORTABLE MISHAPS Mishaps that occur off ship (on or off duty) are normay reported using OPNAVINST B. However, mishap investigation boards are not required for off-ship fataities. Off-ship mishaps incude home, athetics, recreation, motor vehice, and diving mishaps. They are reportabe as foows, based on OPNAVINST B:. Report off-duty mishaps resuting in a fataity, 5 or more ost workday injuries, or greater than $10,000 government property damage to the NAVSAFECEN using a Recreation, Athetics, and Home Safety (RAHS) Report. Encosure (10) of OPNAVINST B gives the format for this report. Bicyce, pedestrian, motorcyce, and motor vehice mishaps invoving a fataity, 5 or more ost workday injuries, or greater than $2,000 government property damage are reportabe to the NAVSAFECEN. Encosure (8) of OPNAVINST B contains the format for this report. Off-duty diving mishaps are reportabe if they invove a fataity, 5 or more ost workdays because of injury, or the need for hyperbaaaric treatment. Submit a diving mishap report for recreationa diving mishaps that do not require hyperbaric treatment. Encosure (7) of OPNAVINST B gives the format for the diving mishap report. Other than Cass A mishaps, reportabe and specia-case mishaps are the responsibiity of shipboard personne to investigate. The safety officer conducts an informa mishap investigation, as discussed in chapter 4. The safety officer has 30 days from the time of the mishap to submit the appropriate report. Shipboard mishaps invoving other civiian or foreign personne are not reportabe under OPNAVINST B. You may request guidance from COMNAVSAFECEN on mishap investigation and reporting requirements. PRIVILEGED INFORMATION Since a thorough safety mishap investigation cannot be conducted if the witnesses are afraid or reuctant to provide information, they are assured that the board wi keep their testimony in confidence. Since the MIR is a imited-use report that is not reeasabe under the Freedomn of Information Act (FOIA), we can protect witness testimony and other mishap board deiberations from being used for other than safety purposes. We ca this protected information privieged information. We discussed privieged information in more detai in chapter 4. MISHAP INVESTIGATION BOARDS Superiors in the chain of command appoint a forma mishap investigation hoard to investigate a afoat Cass A mishaps on surface ships. The board consists of at east three members. The immediate superior in command (ISIC) of the ship or craft invoved in the mishap appoints the senior member of the board. These board are appointed in writing and wi incude a medica member if the mishap invoved a fataity or injury. COMNAVSAFECEN sends a mishap investigation advisor to hep each board. This advisor is not a member of the board, but assists the board in conducting the investigation. The board may aso request technica assistance, such as technica representatives and forensic experts. Technica assistants are not members of the board. The mishap investigation boards submit findings and recommendations in an MIR. An MIR is a imited -use report written by a mishap investigation 7-12

125 board as a resut of a Cass A mishap. MIRs contain privieged information. The chain of command receives and endorses the MIR. A MIR endorsements are aso privieged, The NAVSAFECEN endorses a MIRs. The chain of command then takes corrective action to prevent recurrence of the mishap. These actions may incude sending out a message with essons earned, changing procedures or designs, or aerting a units with simiar systems to review their equipment. Lessons earned can be generated by the TYCOM or the NAVSAFECEN. SUMMARY In this chapter, we introduced you to the Afoat Safety Program. We discussed its goas and its scope, as we as the responsibiities of the personne invoved in the program. We examined the program s organization. We reviewed the training, both ashore and afoat, avaiabe to shipboard personne. We briefy discussed shipboard mishap reporting procedures. Finay, we examined basic submarine and surface-ship safety precautions. For detaied information on the Afoat Safety Program, you shoud consut the references isted at the end of this training manua. 7-13

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127 CHAPTER 8 NAVAL AVIATION SAFETY Aircraft mishaps are unforgiving. The oss of one aircraft can cost miions of doars. Therefore, aviation safety has been of concern since man began to fy. As a resut, both civiian aerospace industries and the miitary have deveoped aircraft mishap prevention programs. Aviation personne are exposed to many dangerous situations. In fact, many insurance companies rate fight ine operations, and in particuar the fight deck environment, among the most dangerous jobs in the word. Nava aviation safety programs have existed since before Word War II to reduce the danger of those jobs. These programs are incorporated into the training of a Navy piots and aviation support personne. In this chapter, we discuss the foowing eements of the Nava Aviation Safety Program: Purpose of the program Objective of the program Scope of the program Hazard reports Aircraft mishaps and injuries. In addition, the aim is to reduce the osses and damage to materia from accidenta causes. PURPOSE OF THE NAVAL AVIATION SAFETY PROGRAM The purpose of the Nava Aviation Safety Program is to preserve human and materia resources. The program enhances operationa readiness by preserving the resources used in accompishing nava aviation missions. The human resources incude professiona pride, high morae, physica we-being, and ife itsef. These resources are susceptibe to damage and destruction by mishaps. The materia resources incude various kinds of property, such as nava aircraft, ships, weapons, and faciities, that a nava aircraft mishap might damage. The Nava Aviation Safety Program directy supports a aspects of nava aviation. OBJECTIVE OF THE NAVAL AVIATION SAFETY PROGRAM Pre-mishap pans Mishap reports Mishap investigations Mishap investigation reports Mishap investigation report endorsements Preventing damage and injury accompishes the purpose of the Nava Aviation Safety Program. Hazards are the potentia causes of damage and injury. The eimination of hazards is the objective of the Nava Aviation Safety Program. Setting up an effective, aggressive, and continuous mishap prevention program heps us achieve this objective. Mishap and Hazard Recommendation Tracking Program We aso discuss the command aviation safety program and shipboard aircraft safety. THE NAVAL AVIATION SAFETY PROGRAM We wi now discuss the purpose, objective, and scope of the Nava Aviation Safety Program. Remember, the goa of the safety program is to enhance operationa readiness by reducing the number of deaths SCOPE OF THE NAVAL AVIATION SAFETY PROGRAM The Nava Aviation Safety Program encompasses a activities concerned with detecting, containing, and eiminating hazards in nava aviation. For exampe, these incude, but are not imited to, activities invoving the foowing areas:. Aircraft design, research, deveopment, testing, evauation, procurement, modification, maintenance, servicing, and operations Aircraft support equipment, faciities, suppies, and weapons 8-1

128 Personne seection, training, and education Protective cothing and equipment Poicies, procedures, instructions, directives, and pubications AVIATION SAFETY PROGRAM RESPONSIBILITIES We wi now discuss the various responsibiities for the Nava Aviation Safety Program. Assistant Chief of Nava Operations (Air Warfare) The Director, Air Warfare (N88), directs and supervises the Nava Aviation Safety Program. He or she conducts the program within the office of the Chief of Nava Operations (CNO). Commander, Nava Safety Center The Commander, Nava Safety Center (COMNAVSAFECEN), advises and aids the CNO in formuating, administering, and monitoring the Nava Aviation Safety Program. In addition, COM- NAVSAFECEN has the foowing responsibiities: Under exceptiona circumstances, waives or changes the investigation or reporting requirements of OPNAVINST Q. Reviews, evauates, and cassifies a nava aviation mishap investigation reports (MIRs). Ensures the adequate distribution of essentia safety information received in reports required by OPNAVINST Q. Maintains a repository for a reports and reated data submitted according to OPNAVINST Q. Directs a system for accountabiity of nava aircraft mishaps and mishap exposure data. Executes the Mishap and Hazard Recommendation Tracking (MISTRAC) Program. Maintains iaison with safety activities in the other armed services and with the Department of Defense. Advises and aids CNO in administering the Nava Aviation Safety Awards Program. Conducts nava aviation statistica research, studies, anayses, specia projects, and compiations. Sponsors and provides representation for conferences, symposia, and seminars in the furtherance of safety. At the invitation of aviation organizations, conducts aviation safety surveys. Pubishes nava aviation posters, brochures, iterature, and safety periodicas, in support of the Nava Aviation Safety Program. Heps in reviewing aviation system safety engineering requirements on new systems and major changes. He or she accompishes this by seectivey serving on boards, attending conferences, and taking part in studies for design review. Seectivey takes part in engineering proposa evauations and maintenance feasibiity inspections of new aviation production systems and equipment. Supports appropriate offices, commands, and agencies in preparing genera or specific operating instructions. Acts as technica advisor on aviation safety for the deveopment of a nava education and training courses, fims, training aids, and devices. In seected cases, requests support for a pathoogica investigation from the Armed Forces Institute of Pathoogy. Reeases mishap data as directed by higher authorities. Deveops and pubishes procedures and standards for aircraft mishap investigation. In specia cases, begins and conducts nava aircraft mishap investigations under the authority of CNO. Commanders of Organizations Requiring an Aviation Safety Officer Activities requiring an aviation safety officer (ASO) incude functiona wings, marine aircraft wings, marine air groups, and training wings. Aso incuded are a activities that are reporting custodians. Commanders 8-2

129 of organizations with ASO biets must take the foowing actions: Assign ony designated nava aviators or designated nava fight officers to the ASO biet Assign a graduate of the Aviation Safety Schoo to the ASO biet Pace the ASO biet in the organizationa structure so that the ASO reports to the commander/commanding officer directy or via the safety department/section head about aviation safety matters Assign aviation safety as the primary duty of the person serving in the ASO biet Set up and maintain a command aviation safety program according to OPNAVINST Q Aircraft Controing Custodians Aircraft controing custodians must set up and maintain a command aviation safety program. The ASO manages the program. He or she aso provides advice and hep to subordinate commands in the conduct of their command aviation safety programs. Commanders of Nava and Marine Corps Airfieds Commanders of nava and Marine Corps airfieds must perform the foowing functions: Organize and maintain a command aviation safety program Coordinate a command pre-mishap pan with pre-mishap pans of nearby commands Submit reports of aircraft mishaps occurring within their areas of responsibiity Provide security for aircraft wreckage within their area of responsibiity Provide requested support to aircraft mishap boards (AMBs), incuding wreckage recovery, transportation, and savage Manage reations with oca authorities, the pubic, and the media Investigate and process caims arising from aircraft mishaps A Nava Aviation Personne A nava aviation personne must acquaint themseves with safety reguations and directions that appy to them and their assigned duties. They must foow estabished safety standards. In addition, they must report hazards and mishaps according to their command aviation safety program and OPNAVINST Q. HAZARD REPORTS We discussed the detection and eimination of hazards earier in the chapter. We wi now address the purpose of hazard reports (HRs) and the procedures for reporting a hazard. Purpose of Hazard Reports The three purposes of hazard reports (HRs) are as foows: 1. To report a hazard and the remedia action taken so that others can take simiar action to eiminate the hazard 2. To report a hazard and recommend that another organization take corrective action to eiminate the hazard 3. To report a hazard so that some other organization may determine the proper corrective action to eiminate the hazard Submission of Hazard Reports You have an obigation to others in nava aviation to report hazards. What is a hazard? As stated earier, a hazard is a potentia cause of damage or injury. You must submit an HR whenever you detect a hazard. Command safety programs must encourage personne to report hazards. If the command expects a hazard to have an effect outside the organization, it must report the hazard to higher authority. You can send an HR by mai or message with the Nava Safety Center as the soe addressee. Activities or individuas reuctant to identify hazards derived from unique situations or circumstances may use this reporting method. COMNAVSAFECEN wi protect the source of the report and distribute a sanitized report, as it beieves necessary. Reports may incude recommendations for corrective action within the command. In that case, the command shoud communicate the mishap prevention 8-3

130 information to other commands who need to take the same or simiar corrective action. In the case of some hazards, the reporting command may ack the expertise to formuate recommended corrective action. Four hazards require a specia HR format: bird (and bat) strikes; near mid-air coisions; physioogica episodes; and embarked anding hazards. When these types of hazards occur but they do not meet the criteria of a defined aircraft mishap, you must submit an HR. The quaity of an HR obviousy depends on the quaity of the investigation into the circumstances causing the hazard. Commands can, and are encouraged to, use aircraft mishap boards (AMBs) to investigate and report hazards. Boards that investigate physioogica episodes must, as a minimum, incude a fight surgeon. OPNAVINST Q recommends that the AMBs conduct both the investigation of the hazard and the preparation of the HRs. The reporting custodian of the nava aircraft, equipment, or faciity invoved normay submits the report, but any nava activity that identifies the hazard can submit a report. Activities or individuas reuctant to identify hazards invoving unique situations or circumstances may submit an anonymous hazard report. Send anonymous HRs by mai directy to the Navy Safety Center. No forma deadines are required for submitting HRs. However, in the interest of safety, you shoud submit a HRs with a severe risk assessment code within 24 hours foowing detection of the hazard. Submit a other HRs within 14 days foowing detection of the hazard. Success of the Nava Aviation Safety Program depends on the submission of compete, open, and forthright information and opinions concerning safety matters. The exercise of command infuence to edit, change, or in any way censor the content of reports is contrary to the spirit of the program. Nonprivieged Status Do not consider HRs as privieged. HRs and mishap investigation reports (MIRs), which are privieged, are distincty different. The investigation and reporting of mishaps, not hazards, stricty imits the authority for granting an assurance of confidentiaity. You must take extreme care to avoid giving any impression that HRs are for safety purposes ony. The ony restriction on their use is that they are used For Officia Use Ony. HRs shoud not incude persona identifiers, such as names and socia security numbers, except as points of contact. Do not ask for such information if you can investigate the hazard without using such persona information. NAVAL AIRCRAFT MISHAPS In chapter 3, we examined the causes and prevention of mishaps as we as reporting procedures. We wi now discuss the procedures for reporting nava aircraft mishaps and identify the various injury cassifications. Nava Aircraft Mishap Defined What is a nava aircraft mishap? A nava aircraft mishap is an unpanned event or a series of events that comes under one or both of the foowing two categories: 1. Cumuative damage of $10,000 or greater to nava aircraft, other aircraft, and property. Property damage costs incude those required to repair or repace faciities, equipment, or materia. 2. An injury invoving nava aircraft that resuts in traumatic bodiy harm and causes one of the foowing occurrences: a. b. c. d. Death Permanent tota disabiity Permanent partia disabiity One or more ost workdays Traumatic bodiy harm incudes a cut, burns, a fracture, or poisoning resuting from a singe or 5-day exposure to an externa force, toxic substance, or physica agent resuting in one of the four occurrences just isted. Nava Aircraft Mishap Categories The three nava aircraft mishap categories are defined as foows: Fight Mishap (FM): FMs are mishaps in which intent for fight existed at the time of the mishap and in which $10,000 or greater damage to DOD aircraft occurred. Fight Reated Mishap (FRM): An FRM is a mishap in which intent for fight existed at the time of the mishap and in which ess than $10,000 damage to DOD aircraft occurred and $10,000 or more tota damage or a defined injury or death occurred. Aircraft Ground Mishap (AGM): An AGM is a mishap in which no intent for fight existed at the time of the mishap and DOD aircraft oss, or $10,000 or more aircraft damage and/or property damage, or a defined injury occurred. 8-4

131 Figure 8-1.-Severity cass data. Nava Aircraft Mishap Severity Casses The foowing mishap severity casses, based on personne injury and property damage, appy to a three categories of mishaps in the preceding paragraphs. CLASS A SEVERITY A Cass A mishap is one in which the tota cost of property damage (incuding aircraft damage) is $1,000,000 or greater or in which an aircraft is destroyed or missing. A mishap in which any fataity or permanent tota disabiity occurs with direct invovement of nava aircraft aso fas into this category. CLASS B SEVERITY A Cass B mishap is one in which the tota cost of property damage (incuding a aircraft damage) is $200,000 or more, but ess than $1,000,000. In addition, permanent partia disabiity and/or the hospitaization of five or more personne occurs. CLASS C SEVERITY A Cass C mishap is one in which the tota cost of property damage (incuding a aircraft damage) is $10,000 or more, but ess than $200,000. In addition, injury resuts in 5 or more ost workdays. Figure 8-1 ists the data for each severity cass. An occurrence resuting in a tota property damage cost (incuding a aircraft damage) of ess than $10,000 and no defined injuries is not reportabe as a nava aircraft mishap. However, it may be reported as an aviation hazard. 8-5

132 Injury Cassifications There are eight injury cassifications: Fata injury. This is an injury resuting in death from a mishap or from compications arising from the mishap. The ength of time between the mishap and a ater death has no effect on the assignment of a fata injury cassification. Permanent tota disabiity. These are nonfata injuries that, in the opinion of competent medica authority, permanenty and totay incapacitate a person so that he or she cannot foow any gainfu occupation. Additionay, the oss of, or the oss of use of, both hands, or both feet, or both eyes, or a combination of any of these body parts as a resut of a singe mishap wi be considered as a permanent tota disabiity. Permanent partia disabiity. Injuries that do not resut in death or permanent tota disabiity, but, in the opinion of competent medica authority, do resut in permanent impairment or oss of any part of the body, oss of the great toe or the thumb, or an unrepairabe inguina hernia, with the foowing exceptions: a. b. c. d. e. f. Teeth The four smaer toes Dista phaanx of any finger Dista two phaanges of the itte finger Repairabe hernia Hair, skin, nais, or any subcutaneous tissue Lost workday. An injury that does not resut in death, permanent tota disabiity, or permanent partia disabiity, but resuts in 5 or more ost workdays (not incuding the day of the injury). Lost workday eve injuries are further divided into major and minor categories. a. Major Injury A nonfata injury that does not resut in permanent tota disabiity or permanent partia disabiity, but resuts in 5 or more ost workdays and requires admission to a hospita or quarters, or a combination of both, for 5 or more days. It aso incudes any of the foowing regardess of hospita status: (1) Unconsciousness for more than 5 minutes because of head trauma (2) (3) (4) (5) (6) Fracture of any bone, except simpe fracture of the nose or phaanges. Traumatic disocation of major joints or interna derangement of the knee. Moderate to severe aceration resuting in severe hemorrhage or requiring extensive surgica repair. Injury to any interna organ. Any third degree bums, or any first or second degree burns (incuding sunburn) over 5 percent of the body surface. b. Minor Injury An injury ess than major that resuts in 1 to 4 ost workdays. First-aid injury. This injury invoves bodiy harm requiring ony first aid or no treatment. No injury. Lost at sea. Missing or unknown. Note that both ost at sea and missing/unknown injuries are considered as fataities in assigning mishap severity eve cassification. PRE-MISHAP PLANS Simpy put, pre-mishap pans are descriptions of who is responsibe for doing what, both before and after an aircraft mishap. A command must expect, take measures for, and formuate pans for a reasonabe eventuaities. The command conducts periodic dris to identify any deficiencies and to evauate coordinated execution of the pan. You can expect pre-mishap pans to vary widey, depending on the mission, resources, environment, and personne of the individua command. If possibe, you shoud write pre-mishap pans that wi remain vaid during depoyments. Incude an abbreviated pre-mishap pan in a etter of instruction (LOI) or in executing instructions for detachment. You may require other changes when the command reocates. For more information on both pre-mishap pans and post-mishap pans, consut appendix 2B of OPNAVINST Q. MISHAP REPORTS We use mishap reports (MRs) to provide interested commands with information about significant nava aircraft mishaps. The MR incudes preiminary information on the mishap and information on the 8-6

133 progress of the investigation. When appropriate, reporting custodians may use MRs to request investigative hep, reief from investigative responsibiities, or extension of MIR deadines. An MR is not used for the submission of hazard eimination information. A casses of mishaps require the submission of an MR by teephone or by message. You must submit an initia MR by message within 4 hours for a Cass A and Cass B aviation mishaps. On a Cass A aviation mishaps, an initia teephone report to the NAV- SAFECEN is required to provide the NAVSAFECEN with timey information on the mishap and aow a mishap investigator to respond. The first amended mishap message reports for a Cass A and Cass B mishaps, if necessary, and Cass C initia MRs are due within 24 hours. Any nava command may submit MRs. The reporting custodian of the nava aircraft invoved in a mishap normay submits the MR. However, if it is apparent that a reporting custodian wi be unabe to submit the required MR within the deadine, the first command that becomes aware of the mishap wi submit the report. AIRCRAFT MISHAP INVESTIGATIONS Types of Aircraft Investigations As a resut of aircraft mishaps, different authorities conduct various types of investigations for different purposes. Some of the investigations conducted are as foows: Aircraft mishap investigations Interagency investigations Specia weapons investigations Judge Advocate Genera Manua (JAGMAN) investigations North Atantic Treaty Organization (NATO) investigations Nava Safety Center investigations Intercomponent investigations Nava aircraft mishaps invoving fire, exposion, or damage to a ship or shore faciity Aircraft fire on board ship For detaied information on the types of investigations conducted, consut chapter 6 of OPNAVINST Q. A nava aircraft mishap is a signa of a faiure of the Nava Aviation Safety Program. It shows that hazard detection and eimination actions were not taken in time to prevent the mishap-eve damage or injury. Actions must then be taken to prevent a recurrence of the mishap. We accompish hazard detection after a mishap through mishap investigation. Purpose of Aircraft Mishap Investigations The purpose of aircraft mishap investigations is to identify the cause factors of the mishap and the damage or of any injuries resuting from the mishap. Cause factors of mishaps and cause factors of injury and damage resuting from a mishap can be two different matters. However, both are the subject of aircraft mishap investigations. Less important reasons for conducting aircraft mishap investigations incude determining the extent of damage and injury resuting from the mishap. Another reason is proving the safety commitment of the organization conducting the investigation. We conduct a nava aircraft mishap investigations soey for safety purposes. Mishap Investigation Responsibiities The reporting custodian of a nava aircraft invoved in a mishap is responsibe for investigating and reporting the mishap. An aircraft mishap board (AMB) investigates and reports each nava FM, FRM, and AGM according to OPNAVINST Q. Aircraft Mishap Boards Each aircraft reporting custodian maintains at east one standing AMB. The appointing authority appoints the AMB members by name and in writing. Commissioned officers on active duty compose each AMB. Minimum AMB membership consists of the foowing four officers: 1. An aviation safety officer (ASO) 2. A fight surgeon 3. An officer we quaified in aircraft maintenance 4. An officer we quaified in aircraft operations 8-7

134 The senior member must be a designated nava aviator or designated nava fight officer. Additionay, one member of the AMB must be quaified in the Nava Air Training and Operating Procedures Standards (NATOPS) if the aircraft invoved in the mishap is manned by an aircrew. MISHAP INVESTIGATION REPORTS We report hazards after mishaps by submitting a mishap investigation report (MIR). These reports are important in preventing the recurrence of aircraft mishaps. Success of the Nava Aviation Safety Program depends on the submission of brief, open, and forthright information, opinions, and recommendations. The exercise of command infuence to edit, change, or in any way censor the content of MIRs is prohibited since that woud be contrary to the spirit of the program. Shoud any senior commander have a comment to make on the content of an MIR, that officer shoud make that comment in an endorsement of the report. Purpose of an MIR The purpose of an MIR is to provide information needed to fix mishap cause factors. Each cause factor has three eements associated with it that precisey describe the personne, equipment, actions/events, and reasons for the mishap. Determining the eements determines the cause factors, which identifies the starting point for remedia action. We use MIRs to report those hazards that caused the reported mishap and the damage or injury resuting from the mishap. The report aso provides a means for submitting recommended corrective action that woud prevent recurrence of the mishap and resuting damage or injury. Contents of an MIR An MIR has two parts. The first part, Part A, consists of the ist of nonprivieged information extracted from paragraph 10 of the MIR, the fina MR message, and encosures specified in chapter 7 of OPNAVINST Q. Encosures to MIRs serve two purposes. One is to provide additiona data on the mishap that can be coded and entered in the NAVSAFECEN data bank or used as research materia. The second purpose is to carify points of evidence that cannot be made in the body of the MIR message. Part B is privieged. It incudes a copy of the compete MIR message, Part B encosures, and a endorsements. For further information, consut chapter 7 of OPNAVINST Q. Submitting an MIR Submit MIRs within 30 caendar days foowing the mishap. In the case of missing aircraft, submit the MIR within 30 caendar days after competion of the organized search. The originator of the MIR is usuay the appointing authority of the Aircraft Mishap Board (AMB). Usuay, the appointing authority is aso the reporting custodian of the aircraft invoved in the mishap. You must submit MIR messages through miitary radio/eectronic communications faciities. Send encosures with one copy of the MIR message by mai to the Nava Safety Center. Figure 8-2 depicts the reporting requirements for HRs, MRs, and MIRs. HAZARD REPORT AND MISHAP INVESTIGATION REPORT ENDORSEMENTS The endorsement of both HRs and MIRs is an important step in eiminating many major hazards. Endorsements provide an opportunity for seniors in the chain of command to add their broader perspective and authority to the process of recommending corrective actions. Purpose of Endorsements The utimate purpose of endorsements is to eiminate the hazards described in the reports. Endorsements convey the position of the endorsers on the matters contained in the endorsed report. Review of Reports and Encosures The endorsement of MIRs and HRs requires carefu review of submitted reports and previous endorsements. Any endorser in the chain of command who beieves an investigation is incompete or an MIR or HR is inadequate shoud take corrective measures. Those measures shoud ensure an adequate investigation of the mishap or resubmission of the report. Any endorser may get copies of specific encosures to the MIR by requesting them from the appointing authority of the AMB. 8-8

135 Figure 8-2.-Genera reporting requirements for HRs, MRs, and MIRs. Requirements for an Endorsement Mishap and hazard report endorsements are required under certain conditions. For a Cass A mishaps, endorsements go through the Nava Safety Center. For a other cassifications, the mishap or hazard report is not cosed unti appropriate endorsements have addressed a recommendations requiring action. If the corrective action agency is in the endorsing chain, the endorsement goes through the corrective action agency. The endorsement goes through the controing custodian when the corrective action agency is out of the endorsing chain. Additionay, endorsements are required when directed by higher authority. Recommendations that require or request corrective action by higher authority directy impy the requirement for an endorsement or officia repy from that command. The action agency for the recommended corrective action wi respond by message or etter within 30 days of the controing custodian s endorsement. MISHAP AND HAZARD RECOMMENDATION TRACKING PROGRAM We described earier in the chapter methods you use to identify and report hazards. We wi now address the Mishap and Hazard Recommendation Tracking (MISTRAC) Program. We use this program to monitor corrective actions. Monitoring corrective actions ensures the competion of those actions so that a hazard cannot cause future damage or injury. Usuay the detection, reporting, and correction of hazards take pace within a singe command, such as the controing custodian. However, some corrective actions require reports by a subordinate, endorsement by seniors, or remedia action by an externa command. The monitoring of interna corrective actions by subordinates is a prerogative of command. COM- NAVSAFECEN monitors recommendations resuting from mishaps and hazards under the MISTRAC program. 8-9

136 A command aviation safety programs must incude methods for checking the eimination of hazards. Squadron, group, wing, ship, or other command eves can identify recommended corrective actions. COMNAVSAFECEN uses MISTRAC to track competion of these actions. COMNAVSAFECEN directs a MISTRAC program designed to track recommendations. MISTRAC fies contain a record of recommendations submitted to eiminate hazards. Individua MISTRAC fies incude a summary of the reated mishap or hazard, recommended corrective actions, endorsement(s), and summary of action taken. The responsibe aircraft operations anayst maintains the aircraft mode fies. He or she uses those fies to track recommendations to cosure. Hazards excuded from MISTRAC are as foows: Near mid-air coisions (NMACs) Bird strikes Physioogica episodes Embarked andings Mishaps and hazards not requiring endorsement beyond the unit commanding officer When corrective action is incompete, a recommendation becomes a mishap and hazard recommendation (MISREC) if 1. it is assigned a risk assessment code (RAC) of I or II and is favoraby endorsed by a controing custodian or 2. it is designated a MISREC by COMNAVSAFE- CEN. Since a MISREC is considered to have a specia status, it is given a separate tracking fie. NAVSAFE- CEN tracks each recommendation, regardess of the RAC assigned. Cosing out the referenced mishap or hazard requires the action agency assigned to submit a recommendation or MISREC. We consider recommendations and MISRECs invoving incompete action as privieged information. Semiannuay on 1 March and 1 September, COMNAVSAFECEN provides action agencies with a isting of a MISRECs under their responsibiity. This isting provides information those agencies can use to update the MISREC fies. This information incudes the MISREC that generated the mishap or hazard summary, a endorsements, and a transactions that have taken pace to the date of the report. COMNAVSAFECEN provides a isting of a MISRECs to the controing custodians semiamuay (1 June and 1 December) to hep in the overa monitoring of MISRECs. COMNAVSAFECEN aso updates MISREC fies based on information received from action agencies, controing custodians, pertinent mishap data, and other DOD agencies. COMMAND AVIATION SAFETY PROGRAM The command aviation safety program promotes aviation safety through the command s attitudes and practices as we as through written poicies, procedures, and pans. The aim of a command aviation safety program is to end hazards within the command and within nava aviation. In addition, the program must enhance the safety awareness of a personne. Safety is an inherent responsibiity of command. Thus, the chain of command carries out the program. The command must generate and carry out safety poicies and directives based on instructions covering the many different types of safety programs and processes. The goa of the safety program is to enhance operationa readiness by reducing personne deaths and injuries and materia oss and damage. COMMAND AVIATION SAFETY RESPONSIBILITIES Athough a aviation personne are responsibe for carrying out the command aviation safety program, certain command personne have the primary responsibiity for the program. Commanding Officer The commanding officer of an activity appoints an aviation safety officer (ASO) as specified in the Standard Organization and Reguations of the U.S. Navy, OPNAVINST C. This instruction ists the command ASO s responsibiities and how the ASO shoud estabish the program within the command. Aviation Safety Officer The aviation safety officer (ASO) acts as principa adviser to the commanding officer on a aviation safety matters. He or she advises and aids the commanding officer in setting up and managing a command aviation safety program. Providing safety education throughout the command is a responsibiity of the ASO. He or she aso ensures the incorporation of safety standards and 8-10

137 procedures into a activity functions. The ASO coordinates safety matters among the organization staff. He or she maintains appropriate aviation safety records and mishap statistics. The ASO must be a primary biet assignment. The aviation safety officer and Quaity Assurance/ Anaysis (QA/A) Division personne, working together, deveop a oca maintenance instruction (MI) or command type of instruction. This instruction identifies the command poicies and responsibiities of a concerned. You shoud consut the foowing pubications during the instruction deveopment process: FUNCTIONS OF THE COMMAND AVIATION SAFETY PROGRAM Sound, positive eadership combined with abe and proper management of the command aviation safety program ensures the reinforcement of the foowing three program functions: 1. Hazard detection 2. Hazard eimination 3. Safety education and awareness Hazard Detection The Nava Aviation Safety Program, OPNAV- INST Q Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C NAVAIROSH Requirements for the Shore Estabishment, NAVAIR A1-NAOSH-SAF-000/ P We accompish hazard detection most often at the squadron eve. However, the Aviation Safety Program requires that command aviation safety programs at a eves incude methods for hazard detection. Hazards exist as a resut of poor design, improper or unprofessiona work or operationa practices, and inadequate training or preparation for a task or mission. Other causes of hazards incude inadequate instructions or pubications or a demanding and unforgiving environment. Each member of the command must support a program of reduced risks by reporting hazards. Hazard Eimination The ASO and QA/A Division personne investigate most mishaps/incidents and hazards in their activity. OPNAVINST Q identifies report requirements and specifies the conditions under which you report mishaps and injuries to the Commander, Nava Safety Center. To prevent mishaps and their causes, oca activities shoud check the effectiveness of their safety program and mishap investigation and reporting procedures. The key to having an effective safety program is effective communication at a eves of command. A variety of pubications are avaiabe to the safety officer and key members in the safety program to hep in the communication process. The Nava Safety Center heps to promote safety in aviation through various safety-oriented pubications. They are described in chapter 1. Some of the pubications avaiabe that contain current, accurate information you can use to hep prevent aviation mishaps incude: Approach magazine Aviation Safety Bi-weeky Summary. MECH magazine The keys to effective hazard eimination are knowedge, required procedures and reporting instructions, proper use of materias and equipment, and safety awareness. As hazard detection is an a-hands effort, so too is hazard eimination. You can readiy identify some hazards and correct them on the spot. Others, however, are more difficut to identify. We accompish hazard eimination through remedia action to correct hazards. This action is divided into the foowing three parts: Reporting of hazards Remedia action to correct hazards Monitoring of corrective actions Safety Education and Awareness Each command aviation safety program must incude a safety education and awareness program to provide safety training and to enhance safety awareness. Safety education provides routine safety training covering a safety subjects, incuding aeromedica, as we as forma U.S. Navy aviation and reated safety courses. Safety education provides training on how to 8-11

138 propery identify, report, and correct hazards. It aso provides training on propery managing safety information, which invoves its coection, circuation, and contro. ELEMENTS OF THE COMMAND AVIATION SAFETY PROGRAM Setting up a proper aviation safety cimate is required for a successfu aviation safety effort. The commanding officer creates a set of command safety goas and standards and sets up a means of enforcing those standards. In addition, he or she creates an environment that wi enhance safety hazard detection and eimination and promote safety education, training, and awareness programs. The foowing eements of the command aviation safety program are vita to a successfu safety effort: Command cimate The commanding officer must foster a cimate that promotes the goa of the command aviation safety program. He or she estabishes the goa, monitors achievements of the program, and sets the standards. Command safety goas The commanding officer estabishes a cear set of aviation safety goas and an aviation safety poicy. The poicy defines what the commander expects of command personne to attain these goas.. Command safety organization The commanding officer must issue a description of the command safety organization and the tasks or functions of each member of the command safety organization. The fight surgeon or wing fight surgeon serving the command is responsibe for the aeromedica aspects of the command safety program.. Aviation Safety Counci If the command is a squadron, an air station, or a arger activity, the command must form an Aviation Safety Counci. The counci sets goas, manages assets, and reviews safetyreated recommendations. The counci keeps records of the meetings it hods. Members of the counci review command pans, poicies, procedures, conditions, and instructions to make sure they are current and correct. The counci aso responds to corrective recommendations. Standing members of the counci incude aviation, ground, and aeromedica (fight surgeon) safety officers.. Enisted Aviation Safety Committee Representatives from each work center and other designated activities, such as the Medica Department and Aircraft Intermediate Maintenance Department (AIMD), form the Enisted Aviation Safety Committee. The committee meets once a month to discuss safety deficiencies and provide recommendations for improved safety practices and promotion of safety awareness. The committee keeps a record of attendance and subjects discussed at the meetings. The commanding officer responds to a recommendations of the committee in writing and in a timey manner. Each activity safety petty officer/noncommissioned officer shoud compete the personne quaification standards (PQS) for Aviation Safety PO/NCO, NAV- EDTRA Safety Standdown The command may conduct periodic safety standdowns devoted to providing dedicated time for safety training and awareness. In addition, safety standdowns enhance the command safety cimate. Safety Surveys To measure the command s safety posture, the command shoud conduct periodic safety surveys. They may consist of in-house safety surveys conducted by unit personne. The surveys aso may consist of externa services provided by a sister aviation activity, a wing, or a higher staff. The survey might be a forma survey by the NAVSAFECEN survey team. The recommended frequency of forma NAVSAFECEN surveys is every 2 years. Safety Training The command must conduct and document periodic safety training within the command. The command makes sure personne attend required forma safety training courses. nose who are unabe to attend must request a waiver from higher authority. Investigation of Suspected Hazards and Reporting Requirements The command must investigate and determine recommended corrective action on a hazards discovered or reported. The command must report hazards as required by OPNAVINST Q, OPNAVINST E, and other appicabe directives. Reporting of hazards contributes to safety and hazard awareness. Reporting of hazards aso heps in obtaining corrective action and improves procedures, processes, and materias. 8-12

139 Genera Safety The command shoud make sure it effectivey covers programs in genera safety, such as hearing conservation, fight deck/fight ine safety, traffic safety, home safety, and hazardous materias. SHIPBOARD AIRCRAFT SAFETY Fight decks are hazardous, and their danger to personne goes beyond the chance of crashes. Exhausts on jet engines can prope personne into other objects or over the side of the ship. Propeers and rotor bades can maim or ki. Aircraft carry ordnance and fue that can cause fires and exposions. Moving aircraft can hit personne. The ship pitches and ros. For those reasons, a personne whose job requires them to work on the fight deck must be constanty aert and aware of a dangers to avoid injury or death. Fight ine safety precautions, discussed ater, appy to fight deck operations. The primary difference is the imited space and tempo of operations experienced on the fight deck. The fight deck is increasingy more dangerous. A personne assigned fight quarters on or above the hangar deck must wear appropriate jerseys and hemets. Personne on the fight deck during fight quarters must wear the foowing equipment: A crania impact hemet or its equivaent Gogges Sound attenuators Fight deck shoes Fotation gear An adequatey secured whiste A surviva ight FOREIGN OBJECT DAMAGE Engines can suck up oose objects from the deck or area around the intake. That can cause costy foreign object damage (FOD) or compete oss of the engine. Personne must inspect the deck and other areas for FOD by conducting FOD wakdowns before beginning air operations or when starting engines for maintenance. Fight deck personne must not put oose objects in shirt pockets and must keep their shirt pockets buttoned whie they are in a fight operations area. FOD prevention is one of the reasons we prohibit the dumping of trash and garbage during aunch and recovery operations. LINE AND FLIGHT DECK SAFETY PRECAUTIONS You must observe severa misceaneous safety precautions when working on the aircraft fight ine and the carrier fight deck. The foowing precautions are of specia importance to ensure your safety as we as the safety of your co-workers. Propeers and Rotors The first genera precaution you must observe when working on the ine around propeer-driven aircraft or heicopter rotors is to BEWARE OF PROPELLERS. When you see a propeer, et it be a constant reminder to STAY CLEAR! In genera, do not cross in front of moving propeers, as whiring propeers are not easiy seen. A good habit is to aways wak around propeers. Keep the area around the aircraft cear of oose gear and debris. Intake Ducts Maintenance of jet engines presents severa major hazards. The air intake duct of operating jet engines represents an ever-present hazard. It is a hazard both to personne working near the inet duct of the aircraft and to the engine itsef if the turn-up area around the front of the aircraft is not kept cear of debris. Jet engines wi eat anything, and they have no respect for ife or imb. This hazard is, of course, greatest during maximum power settings (high-power turn-up). The air inet duct may deveop enough suction to pu hats, eyegasses, oose cothing, and rags from pockets. Personne shoud propery secure or remove a oose artices before working around operating jet engines. In some engines, the suction is strong enough to pu a person up to or, in some cases, into the inet and pu the person s eyebas out. Needess to say, personne must take every precaution to keep cear of the intakes. Protective screens are suppied as part of the ground-handing equipment for most jet aircraft. These screens shoud be instaed before maintenance turn-ups. The use of turn-up screens protects both personne and engines. It does NOT eiminate the need for caution; a person can receive serious injury as a resut of being pued against the screen. Sma items can be pued through the screen, resuting in thousands of doars of damage to the engine. 8-13

140 Figure 8-3. Ear-protective devices. Exhaust Area Hazards Jet engine exhaust creates severa hazards. Tests show that whie the carbon monoxide content of jet exhaust is ow, other gases are present that are imitating to the eyes. Less noticeabe, but as important, is the respiratory irritation exhaust fumes may cause. The two most important hazards of jet engine exhaust are the high temperature and high veocity of the exhaust gases from the tai pipe. You can find high temperatures up to severa hundred feet from the tai pipe, depending on wind conditions. Coser to the aircraft, temperatures are high enough to damage asphat pavement. When a jet engine is started, excess fue accumuates in the tai pipe. When the fue ignites, ong fames can be bown out the tai pipe. Fight ine personne shoud know the possibiity of this hazard. They shoud keep a fammabe materias cear of the danger area. During maximum power settings, the high veocity of the exhaust gases may pick up and bow oose dirt, sizabe rocks, sand, and debris severa hundred feet. that creates an eye and FOD hazard. Therefore, you shoud use caution when parking an aircraft for run-up. The genera information section of the appicabe maintenance instruction manua (MIM) contains information about exhaust area hazards. These instructions shoud be stricty adhered to. NO ONE SHOULD FOOLISHLY EXPERIMENT WITH THE SPECIFIED SAFETY MARGINS. After engine operation, no work shoud be done to the exhaust section for at LEAST ONE-HALF HOUR (preferaby onger). If work is required immediatey, personne must wear heat-resistant goves. Engine Noise Jet engines produce noise capabe of causing temporary as we as permanent oss of high-frequency hearing. On the fight ine, noise eves can exceed 150 decibes (db). When working around jet engines, you shoud take the foowing precautions to protect your hearing: Report on time for your annua or periodic audiograms. Do not exceed the directed time imits on exposure to the various sound intensities. Wear the proper ear protection, such as earpugs or sound attenuators (fig. 8-3). If doube hearing protection is specified, wear earpugs under your crania earmuffs. 8-14

141 Damage to hearing occurs when you expose your ears to high sound intensities for excessive periods. The higher the sound intensity, the shorter the period of exposure that wi produce damage. As stated in an earier chapter, exposures above an 84-dB(A) sound intensity, without hearing protection, can cause hearing damage. The wearing of approved earpugs or sound attenuators wi protect you from hearing oss. In extremey high noise eve areas, such as the fight ine, even doube protection may not be enough protection. In such cases, time imits are set for aowabe exposures to noise. Wearing hearing protection can raise the imits of time exposure. A personne working within danger areas shoud be famiiar with cacuated decibe eves (as specified in the appicabe maintenance instruction manua) and shoud wear the required protective equipment. Movabe Surface Hazards Movabe surfaces such as fight contro surfaces, speed brakes, power-operated canopies, and anding gear doors are a major hazard to fight ine personne. These units are normay operated during ground operations and maintenance. Therefore, you shoud ensure that a personne and equipment are cear of the area before operating any movabe surface. SUMMARY In this chapter, we addressed the scope and goa of the Nava Aviation Safety Program. We covered the concepts and individua responsibiities associated with the safety program. We discussed the command aviation safety program functions and its eements. We examined hazard reports, nava aircraft mishap reports, and mishap investigation reports. We considered the endorsements required on both hazard reports and mishap investigation reports. We examined genera shipboard aircraft safety. Finay, we discussed the importance of monitoring mishap corrective actions. We did not intend for this chapter to make you an expert in nava aviation safety. The chapter was deveoped to provide you with a basic introduction to aviation safety as we as the references you shoud consut for additiona information. 8-15

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143 CHAPTER 9 EXPLOSIVES SAFETY This chapter wi acquaint you with basic exposives safety precautions. A activities invoved with ordnance have experts trained in the areas of ordnance usage, stowage, handing, disposa, and transportation. As a safety supervisor, you must know about ordnance safety. It wi be up to you to reduce hazards and to hep prevent mishaps. In this chapter we briefy discuss the foowing topics: Purpose and eements of the Nava Exposives Safety Program Organization and genera responsibiities of the Nava Exposives Safety Program The safety supervisor s ordnance safety requirements and responsibiities Genera safety precautions for freight/weapons eevators and ammunition hoists Persona protective equipment Protective cothing worn during ordnance handing Prohibited artices in hazardous areas Ordnance hazards associated with fire and heat Quaification/certification criteria and procedures Definitions and terms associated with exposives mishap reports Reportabe mishaps or deficiencies Investigation and reporting responsibiities THE NAVAL EXPLOSIVES SAFETY PROGRAM Preventing the premature, unintentiona, or unauthorized discharge of exposives and devices containing exposives is what exposives safety is a about. It invoves a decrease in the effects of exposions, combustion, and toxicity. It incudes a mechanica, chemica, bioogica, and eectrica hazards associated with exposives and hazards of eectromagnetic radiation to exposive ordnance. In addition, exposives safety incudes equipment or systems in which mafunction woud hazard the safe handing, maintenance, storage, transfer, reease, deivery, or firing of exposives. The Weapons Systems Exposives Safety Review Board (WSESRB) reviews the exposives safety of weapons or exposives systems. It makes safety recommendations to the proper nava systems commander or project manager responsibe for the system or materia under review. This board, headed by a representative of the Commander, Nava Sea Systems Command (COMNAVSEASYSCOM), consists of representatives from appropriate systems commands and other commands as necessary. The Department of Defense Exposives Safety Board (DDESB) sets up exposives safety standards for Department of Defense (DOD) personne. It advises the Secretary of Defense and each DOD component on hazardous conditions associated with the handing, transportation, and storage of exposives and ammunition. This board consists of one coone or captain (O-6, or senior) from each miitary department. An officer or a person of equivaent seniority chairs the board. That position rotates among the departments. Liaison officers and a permanent secretariat of senior civiian exposives safety engineers from each of the miitary departments provide technica support to the board. PURPOSE AND ELEMENTS OF THE NAVAL EXPLOSIVES SAFETY PROGRAM The purpose of the Nava Exposives Safety Program is to ensure safety and enhance operationa readiness. The program uses severa eements to reduce, to a minimum, the chance of injury, oss of ife, and property damage. Exposives Safety Standards Exposives safety standards are an essentia eement of the Nava Exposives Safety Program. The DDESB sets exposives safety standards and periodicay coordinates their revision. These standards guide DOD components in avoiding the hazardous conditions connected with exposives. Appropriate Nava Sea 9-1

144 Systems Command (NAVSEASYSCOM) pubications pubish the standards for nava use and observance. Exposives Safety Studies Exposives safety studies, surveys, and reviews are conducted as part of the Nava Exposives Safety Improvement Program (NESIP). The Chief of Nava Operations (CNO) estabished this eement of the safety program. The WSESRB conducts some of the reviews, whie the Navy Ammunition and Hazardous (AMHAZ) Materias-Handing Review Boards conduct others. The Nava Sea Support Center detachments conduct detaied inspections. Exposives Safety Training Training is another key eement of the Nava Exposives Safety Program. You must make sure your personne foow safe operating practices and procedures. To do that, they must maintain a cear and practica understanding of mishap prevention. Make sure the personne invoved in handing or transporting exposives know how to perform their work safey and quicky. Experienced commissioned officers or petty officers train shipboard personne unti they are competent to perform their work under ess direct supervision. We address training in more depth ater in this chapter. Exposives Safety Inspections One eement required of a eves of command is the estabishment and continuation of a positive exposives safety inspection program. This program, too, must be present at a eves of command. Exposives Mishap Investigations and Reporting Procedures The fina eement of the Nava Exposives Safety program is the use of exposives mishap investigation and reporting procedures. The gathering of information concerning mishaps, incidents, and materia safety is basic to any safety program. Such information heps you to deveop organized steps needed to prevent further mishaps. We discuss investigation and reporting procedures ater in this chapter. ORGANIZATION AND GENERAL RESPONSIBILITIES OF THE NAVAL EXPLOSIVES SAFETY PROGRAM The Nava Exposives Safety Program is an important part of the primary program areas (shore, surface, aviation, and submarine and diving). It extends into severa support areas of the Nava Occupationa Safety and Heath (NAVOSH) Program. It appies to a personne, civiian and miitary, in any Department of the Navy duty assignment in which exposives are, or may be, present. The CNO exercises genera supervision and command authority for the appication of technica guidance. Within the Office of the CNO, the Deputy Chief of Nava Operations (DCNO) (Logistics, N4) supervises U.S. Navy exposives safety matters. The DCNO exercises the authority of the Secretary of the Navy for waiver of exposives safety requirements. The DCNO coordinates with the Commandant of the Marine Corps the exposives safety poicies, programs, and guidance that mutuay affect Navy and Marine forces. NAVSEASYSCOM sets up and issues technica standards and criteria and provides technica hep to the Department of the Navy. NAVSEASYSCOM aso furnishes technica advice and evauations to the CNO when operationa requirements confict with technica requirements. NAVSEASYSCOM directs and coordinates a technica offices concerning exposives safety and prepares data as needed to anayze program effectiveness. This command aso provides the necessary technica advice and guidance for deveopment of training programs. These programs set up a eve of competence within the Department of the Navy that ensures the success of the Nava Exposives Safety Program. The foowing is a ist of commanders who have assigned respomibiities under the supervision of the CNO (N4):. Commander, Nava Air Systems Command. Commander, Nava Eectronic Systems Command. Commander, Nava Suppy Systems Command. Commander, Nava Faciities Engineering Command The Commander, Nava Safety Center (COMNAV- SAFECEN), provides support to the CNO (N4) in the 9-2

145 supervision and management of the Nava Exposives Safety Program. A commands having custody of exposive materias must make sure ony quaified personne hande those materias. Commands must submit reports of exposives mishaps. We discuss both the certification program and exposives mishap reporting ater in the chapter. ORDNANCE MISHAP PREVENTION Improper processing, handing, oading, and testing of exposive devices have, in the past, caused mishaps. These mishaps resuted in injury, oss of ife, or damage to property. They aso reduced the working effectiveness of both feet and shore activities. Personne error is the major cause of mishaps with exposive devices. Anaysis of mishaps caused by personne error shows that the most common reasons for their occurrence are as foows: Lack of training Improper procedures Improper handing Lack of proper supervision Inattention Compacency THE SAFETY SUPERVISOR S ORDNANCE SAFETY REQUIREMENTS AND RESPONSIBILITIES As an ordnance safety supervisor, you must be famiiar with current directives in ordnance safety, such as Ammunition and Exposives Ashore, NAVSEA OP 5, and Ammunition Afoat, NAVSEA OP 4. You aso shoud know the type and cassification of ordnance within your command or activity. In addition, you shoud know the specific hazards the various types of ordnance pose. Personne supervising the use, care, inspection, handing, preparation, or routine disposa (excuding exposive ordnance disposa operations) of ammunition and exposives must adhere to the foowing guideines: 1. Be quaified and certified as required by OPNAVINST C and suppementa reguations Make sure personne obey a reguations and instructions; remain vigiant throughout the operation; and stricty prohibit horsepay. Carefuy instruct and frequenty warn personne under them of the need for care and constant vigiance. Brief working parties on reated safety instructions before they begin an operation. Know the hazards of fire, exposion, and other catastrophes that the safety reguations shoud prevent. Be aert to detect any hazardous procedures or practices. Know the symptoms of a deteriorating menta attitude of certified personne, and take immediate corrective action upon detecting such symptoms. Make sure subordinates are quaified and certified to perform the job assigned to them. Make sure their certification is current. Report those personne who are not quaified for their assigned work to their immediate superior. Enforce orders about the maximum number of personne pemitted in the hazard area. Permit the use of ony authorized toos and handing equipment for the operations. Make sure personne use them in the manner specified by standard operating procedures, Keep the area cean; prevent the bocking of safety exits, aises, and accesses to fire-fighting equipment. Enforce compiance with safety reguations that concern protective cothing and equipment. That incudes inspecting; maintaining; or repacing, if necessary, gogges, goves, respirators, aprons, and other persona protective equipment. Instruct personne on the purpose and use of protective equipment before they engage in an operation requiring its use. Before eaving at the end of a work day, make sure a conditions in the work area are safe. Inform the immediate supervisor of any area needing ights, guards, safety appiances, or repairs. Report in writing to the commanding officer any requests, suggestions, or comments about safety standards. 9-3

146 14. Assign personne to guide ordnance through scuttes or hatches. Insta 1-inch pads on edges of openings. 5. Warn others if an unforseen hazard occurs by giving an audibe warning; exercise reasonabe caution in such appropriate situations Refrain from competing with other ordnancehanding parties. Prohibit any other cargohanding operations during ordnance-handing operations. Post warning signs during ordnance-handing operations, and hoist the BRAVO fag. Keep ordnance-handing parties sma. Aert your immediate supervisor of the need for exposive ordnance disposa (EOD) personne to remove defective or suspected ammunition from the work area. As a supervisor, you have no authority to waive or ater NAVSEASYSCOM and other commands safety reguations. You cannot permit anyone to deviate from or vioate these reguations. Ordnance Handing Training of Subordinates You now know what your duties as a supervisor are. What are the duties of those personne you train and supervise? Operating personne must read, understand, and stricty foow a safety standards, requirements, and precautions that appy to their work or duty. Personne working with hazardous munitions must know that such substances are designed to expode and are aways dangerous. Make sure they are trained to instanty respond to, or initiate, any warning signa. The signa can be ora, visua, audibe, or any combination of these. Conduct training on a reguar basis to ensure a personne are aware of the meaning and intent of a warning signs, safety precautions, and instructions. In addition, train your subordinates to take the foowing actions: Immediatey report to their supervisor any condition, actions, or equipment or materia they consider unsafe Immediatey warn other personne when they are in danger because of known hazards or by their faiure to obey safety precautions Wear or use approved protective cothing or equipment, as required Immediatey report to their supervisor any injury or evidence of impaired heath to themseves or others occurring during work or duty Immediatey report to their supervisor the presence of unauthorized personne in the area Thoroughy wash hands after handing ordnance Refrain from moving cracked, dented, deformed, corroded, or otherwise damaged ordnance Avoid handing ordnance that is armed or on which the safety device is off, uness directed otherwise Genera Ordnance Precautions The greatest danger from ordnance is exposion. Because of buit-in safety devices, ordnance requires outside intervention to set it off unintentionay. Fire, excessive heat, improper handing, or simpe misjudgment or mistakes can cause a weapon to detonate. The major safety factor in preventing an ordnance catastrophe is having a we-experienced and knowedgeabe person in charge. He or she must identify and correct potentia safety hazards. A crew who knows and understands the basics of ordnance safety and has a rea respect for ordnance hazards heps its supervisor. The foowing is a ist of genera ordnance precautions that you and your subordinates must foow: Do not smoke or aow open fames near ordnance. Stop operations immediatey if ordnance eaks any materia. Notify supervisors who wi take corrective action. Use ordnance ony for its designed purpose. Make sure fire-fighting equipment is avaiabe near ordnance operations. Do not eat or drink near ordnance. Know and understand decontamination methods if handing chemica ordnance. Get immediate first aid if fues or oxidizers spash on you. Never enter a space where you suspect iquid fue eaks without having a gas free survey conducted. Report a mishaps immediatey. 9-4

147 Do not try to ater or change ordnance in any way. Use ony authorized equipment to perform any operation on ordnance. Eectricay ground weapons during assemby, disassemby, and check-out. Use approved standard operating procedures (SOPs) for a hazardous operations. Suspend operations invoving ordnance during thunderstorms or high winds as directed by oca reguations. GENERAL SAFETY PRECAUTIONS FOR FREIGHT/WEAPONS ELEVATORS AND AMMUNITION HOISTS When working around freight/weapons eevators and ammunition hoists, observe the foowing safety precautions: Aways emphasize safety as we as foowing safety procedures when using freight/weapons eevators and ammunition hoists. Aow ony trained personne to operate this equipment. Ensure they know how to operate emergency devices. Remove the oad from an eevator or hoist that does not start. If the eevator or hoist sti fais to work, ca maintenance personne for hep. Do not jump off the eevator if it refuses to stop. Safety devices and automatic termina stops shoud take care of an emergency. Perform maintenance and testing of eevators according to Nava Ships Technica Manua (NSTM), chapter 700. Use more than one person to move the eevator when performing maintenance. Use ony eevators and hoists designated for ammunition. Secure covers on ammunition hoists when not in use. Make sure personne do not ride in or on top of ammunition hoists to perform maintenance of any type. Load heavy oads in the center of the patform. Make sure the operator exercises extreme care in handing such oads. Whie onoading or offoading heavy oads, make sure the operator checks to see that ocking devices and safe hoisting attachments are in pace. Inspect the eevators and hoists at east once each week or after use. Look for oosened or damaged parts. Tag the equipment OUT OF SERVICE before beginning repairs, adjustments, or inspections. Unti repairs are compete, make sure eevator doors remain ocked or barricades remain erected if they must remain open. Pace a pacard or card in each eevator showing its safe working oad. You must never exceed the safe working oad. Authorize personne to use ony those eevators specified for passenger use. Eevators not authorized for passenger use must carry a KEEP OFF THIS ELEVATOR WHEN NOT IN OPERATION sign. Cose and secure a eevator doors or gates before starting the eevator and when in use. Keep hands away from motor-operated doors if you are the operator. When you can manuay operate doors or gates, grasp ony the handes provided. Operators must never eave the eevator-operating mechanism unprotected. PERSONAL PROTECTIVE EQUIPMENT Personne who hande ordnance must wear proper persona protective equipment (PPE). his equipment consists of garments and devices needed to protect peope from hazards inherent to the performance of specific jobs. Do not mistake PPE with safe work attire, such as short seeves, cuffess trousers, or safety shoes. PPE does nothing to reduce or eiminate a hazard, and its faiure means immediate exposure to the hazard. PPE may become ineffective or misused without the wearer knowing so, which is particuary serious. You must provide persona protective cothing and equipment and make sure personne use them in the foowing situations: When encosing or isoating a process, or when equipment is impractica When making process-materia substitutions When providing ventiation When using other contro measures 9-5

148 . When short exposures to hazardous airborne concentrations may occur. When certain or accidenta spis may occur Aways make sure personne observe the foowing safety precautions: materias-handing equipment engaged in receipt, storage, and issue of materia may be exempted at the discretion of the oca safety office. Another exemption, if approved by the oca safety office, concerns personne operating or testing eectrica equipment that is propery grounded. Wear ear protection when handing ordnance during firing exercises Wear nonskid, stee-toed safety shoes when working with ordnance Cean their protective cothing after each use to remove a traces of contamination before stowing it Toos Personne must use authorized toos when working on exposives or in an exposives area. You, as supervisor, shoud make periodic inspections to ensure compiance. Firearms Inspect cothing for damage, deterioration, or other defects before using it Reject any items that are not competey satisfactory When working with ordnance containing white phosphorus, make sure enough emergency equipment is avaiabe for personne to use. PROHIBITED ARTICLES IN HAZARDOUS AREAS Personne working with exposives or in areas where exposives are present must not wear certain cothing artices. They aso must not wear or carry certain prohibited artices. Some of the prohibited artices are isted in the foowing paragraphs. Artices of Adornment Personne may not wear artices of adornment, such as watches, rings, neckaces, chains, braceets, earrings, neckties, and scarves, in the foowing situations: When working with exposed exposives or in areas where exposed exposives are present When operating moving or rotating equipment When physicay handing materia, such as that invoved in ifting or moving When working with equipment that coud cause eectric shock When handing weapons with eectric eads There are severa exceptions to the above ist. Personne may wear artices of reigious adornment if the oca safety office approves. Operators of Do not permit anyone carrying a firearm to enter any exposives area or buiding. The exceptions are couriers, assigned security personne, or personne responding to an emergency. Matches and Lighters Uness the commanding officer gives written authorization, do not permit matches, cigarette ighters, and other spark-producing devices in exposives areas. Food Personne must not bring food to any area or eat, drink, or store food in any area in which the handing or storing of exposives or chemica agents occurs. ORDNANCE HAZARDS ASSOCIATED WITH FIRE AND HEAT Fire is a hazard to ife and property, especiay when ammunition and exposives are invoved. Many of these materias are extremey sensitive to heat. They react at temperatures much ower than those required to ignite ordinary wood, paper, or fabrics. Even indirect heat generated by a fire coud start a reaction that coud resut in an exposion. The first and most important rue in operations invoving ammunition and exposives is to keep them away from excessive heat! A personne concerned with ammunition and exposives must investigate the cause of fires. They must aso recognize and foow good practices to prevent fires. Personne concerned with ammunition must thoroughy understand procedures for fighting and controing fires invoving exposive materias. Having a we-trained and efficient organization responsibe for fire safety is especiay important. Personne concerned 9-6

149 with ammunition must have a fu awareness of their responsibiity. Immediatey report a fires starting near ammunition or exposives. Begin fighting the fire with a avaiabe means and without awaiting specific instructions. If the fire invoves exposive materia or if it is suppying heat to exposives, evacuate personne in the area and seek safety. Aso evacuate personne if a fire is so arge that you cannot extinguish it with the equipment avaiabe. Personne engaged in fighting fires invoving exposives and ammunition shoud seek avaiabe cover. Do not expose yoursef unnecessariy to intense heat, fying fragments, or possibe exposions. Fire Hazard and Fire-Fighting Indoctrination Make sure a personne, supervisory or otherwise, receive indoctrination about, and become thoroughy famiiar with, fire hazards and fire-fighting equipment. They must be famiiar with the safety practices of the operations for which they are responsibe. They must be famiiar with the fire bi provisions, both genera and oca, that appy to their operation. They must know the actions to take if a fire emergency deveops. Fire Watch Responsibiities You must make sure that a quaified fire watch, adequatey prepared and equipped, is standing by during the foowing evoutions: Maintenance and repair work invoving open fames or heat-producing devices near or within an area where personne store, process, or hande exposives Disposa operations Fire Hazard Inspections Fire hazard inspections conducted periodicay are an important part of fire prevention. You shoud reguary inspect, preferaby monthy, a areas and buidings of an ammunition activity. Common causes of fire and fire vioations incude, but are not imited to the foowing: Excessive amounts of combustibe, exposive, or otherwise dangerous materias Hazardous conditions arising from defective or impropery instaed equipment and machinery used for processing or handing ammunition or exposives Dangerous accumuations of rubbish, waste paper, boxes, and shavings Improper storage of materias Obstructions interfering with the use of fire exits, fire doors, or fire-fighting equipment Insufficient, inoperative, or poory maintained fire-fighting equipment Uncontroed vegetation growing around buidings and magazines Evidence of vioations of smoking reguations or the use or possession of matches, cigarette ighters, or other prohibited artices Missing or impropery posted fire bis Unauthorized use of heat- or fame-producing devices or equipment in restricted areas Smoking Reguations Personne must not smoke in areas containing ammunition, exposives, or any other hazardous materias. You shoud conspicuousy dispay NO SMOKING signs where smoking is prohibited. The commanding officer may appoint certain smoking areas within restricted areas. Housekeeping An essentia eement of any fire prevention effort is good housekeeping. Accumuations of exposive dust, combustibe scrap, and fammabe residue are primary sources of destructive fires. Keep areas cean and ordery to reduce fire hazards. Do not aow rubbish and trash to gather. Stack combustibe materia in an ordery manner to prevent topping or coapsing of stacks. EXPLOSIVES HANDLING PERSONNEL QUALIFICATION AND CERTIFICATION PROGRAM The intent of the Exposives Handing Personne Quaification and Certification Program is to make sure you quaify and certify personne before they perform any task invoving exposive devices. This program concerns everyone invoved in the handing, preparation, inspection, or adjustment of ive ammunition. 9-7

150 You shoud permit ony reiabe, mentay sound, and physicay fit persons to work with or use exposives and ammunition. Make sure their quaification and certification are current. QUALIFICATION PROCEDURES Personne quaify at various eves, such as team member, quaity assurance, and safety observer. We discuss the different quaification eves in ater paragraphs. Exposive devices are segregated into representative famiy types. That prevents the need for personne to quaify on every type of ordnance or ammunition. Personne quaify by demonstrating their skis before a certified member of the certification board. They show each evoution they wi perform (for exampe, assemby and testing) on the specific exposive device, represented by a famiy type of device, if appropriate. The person quaifying must know the documentation, such as a technica manua, that appies to each device and how to use it. QUALIFICATION LEVELS As with any quaification process in the Navy, there are different eves and minimum standards for certification. The quaification eves and corresponding basic quaification standards are as foows: 1. Team Member (TM): Members must have an awareness of basic safety precautions about the work task and exposive devices concerned. They must have received forma or on-the-job training and must have been recommended by their immediate supervisor. NOTE: TM quaified personne wi perform in team concept ony under supervision of a Team Leader. 2. Individua/Team Leader (I/TL): Team Leaders must have the same basic quaifications as a TM. They must have sufficient knowedge and must have demonstrated the ski required to be entrusted with performing the work task aone or to direct the performance of others in safe and reiabe operations. They must be capabe of interpreting the requirements of appicabe checkists and assemby/operating manuas. 3. Quaity Assurance (QA): QA personne must have the same basic quaifications as an I/TL. They must have a detaied knowedge of appicabe inspection criteria for the exposive/device system. They must be abe to determine whether an exposive device/system is functioning propery whie in use. They must be abe to determine whether the individua foowed necessary assemby or instaation procedures according to appicabe directives. 4. Instructor (IN): Instructors must have the same basic quaification as an I/TE. They must have the required skis to instruct others and provide forma training using an approved course of instruction. 5. Safety Observer (SO): Safety observers must know enough about safety procedures and the functioning of safety devices to decide on actions needed to counter impropery used procedures or safety devices. NOTE: This eve of quaification does not buid on any other eve of quaification. CERTIFICATION PROCEDURE The commanding officer or officer in charge (OIC) of each unit or nava activity invoved with exposives appoints a certification board. This board incudes, as a minimum, the responsibe department head (or comparabe supervisory representative if not a department). The board aso incudes at east one person, E-6 or above, certified to perform the task, function, or evoution. In arge units, such as aircraft carriers or weapons stations/ammunition depots, the department head may deegate the responsibiity for certification. Additiona personne from within or outside the command may increase the board as appointed by the commanding officer or OIC. Once quaified and recommended, personne receive their fina certification. The commanding officer, OIC, or the appointed head of the certification board issues the fina certification. You must make sure this information gets entered into your peope s training or personne record. In addition, you must keep a certification sheet (fig. 9-1) in the operating area for each person performing operations covered by an operating procedure. Activities may vary the certification sheet formats to satisfy specific requirements. Duration of Certification Certification, uness revoked, is vaid for a maximum of 12 months. The certification board confirms a renewa of the certification, whether issued at the time of expiration or ater. The certification covers an individua or a team quaification. If possibe, you shoud competey requaify personne before renewing their certification. 9-8

151 Figure 9-1.-Certification sheet. Revoking Certification Commanding officers and officers in charge are responsibe for revoking individua or team certification whenever they beieve it is in the interest of safety. Reocating certification for individuas and teams, incuding the team eader, is mandatory if an exposives mishap occurs because they fai to foow authorized procedures. Reocating certification is aso mandatory when personne behave as foow: Fagranty disregard safety precautions Reckessy operate exposive devices equipment used to hande 9-9

152 Show incompetence or unreiabiity by any other behavior You shoud recognize that ordnance incidents and mishaps can and do happen through accidenta acts, careessness, and minor rue infractions. They aso happen through deiberate acts, negigence, and major rue infractions. With the commanding officer s approva, personne with a revoked certification must be retrained unti you consider them requaified and recertified. However, their behavior may show that retraining may not be effective. You shoud then assign them to other tasks not invoving exposive devices. Revoking the certification of miitary personne requires an entry in the proper portion of their individua service record. The entry must state the specific reason for the revocation. For information on quaification and certification procedures, you shoud consut type commander directives, encosure 5 of OPNAVINST C, and NAVSEAINST A for nava shore activities. EXPLOSIVES MISHAP OR CONVENTIONAL ORDNANCE DEFICIENCY REPORTING PROCEDURES A significant potentia for damage or injury exists in mishaps invoving exposives. Therefore, the requirements for reporting exposives mishaps are more extensive than those for reporting other types of mishaps. To report those mishaps propery, you first need to understand the meaning of the foowing terms:. Exposives Mishap. An incident or accident invoving conventiona ordnance, ammunition, exposives, or exposive systems and devices resuting in an unintentiona detonation, firing, defagration, burning, aunching of ordnance materia (incuding a ordnance impacting off range), eaking or spiing of propeant fues and oxidizers, or reease of a chemica agent. Even if an ordnance system works as designed, if human error contributed to an incident or accident resuting in damage, death, or injury, the event is an exposives mishap. Exposive Materia. A chemica, or a mixture of chemicas, that undergoes a rapid chemica change (with or without an outside suppy of oxygen) freeing arge quantities of energy in the form of bast, ight, and hot gases. Incendiary materias and certain fues and oxidizers that can be made to undergo a simiar chemica change are aso considered exposive materias.. Conventiona Ordnance Deficiency. A mafunction, observed defect, or induced defect invoving conventiona ordnance, exposives, ammunition, exposive systems, devices, or support and handing equipment used to hande, oad, store, or transport ordnance. Chemica Agent. A chemica compound intended for use in miitary operations to ki, seriousy injure, or incapacitate peope through its chemica properties. Excuded are riot contro agents, chemica herbicides, smoke and fames, pesticides, and industria chemicas unreated to chemica warfare. REPORTABLE MISHAPS AND DEFICIENCIES When you report exposives mishaps and conventiona ordnance deficiencies, use the format described in chapter 5 of OPNAVINST C, Mishap Investigation and Reporting; encosure (7) of OPNAVINST B, Afoat Safety Program; and chapter 10 of OPNAVINST A, Nava Airborne Weapons Maintenance Program (NAWMP). Reportabe mishaps and deficiencies incude incidents and mafunctions invoving non-nucear exposives, exposive ordnance, chemica agents, and exposive systems. Exposives Mishaps The foowing describes events you shoud report as exposives mishaps. When reporting these events, use the format described in the appicabe instruction isted in the preceding paragraph: Detonation, Defagration, Burning, or Firing. An unintentiona initiation, or exposion, or reaction of an exposive materia, component, or system. Accidenta discharge of a guns, incuding sma arms. Inadvertent Launch. An unintentiona aunching of a weapon. Chemica Agent Reease. Any intentiona aunching of a-weapon resuting in the foowing: Damage to property from contamination, or costs incurred for decontamination Physioogica symptoms of agent exposure exhibited by individuas 9-10

153 A serious potentia for exposure created by the quantity of the agent reeased into the atmosphere. Propeant Fues and Oxidizers. Leaking or spied propeant fues and oxidizers.. A ordnance impacting off range. Conventiona Ordnance Deficiencies The foowing describes events you shoud report as conventiona ordnance deficiencies. When preparing a report of these events, foow the guideines of OPNAVINST C, appendix B; use the words Conventiona Ordnance Deficiency Report for the subject ine. If the report wi incude a request for an engineering investigation, use the words Conventiona Ordnance Deficiency Report/Engineering Investigation Request for the subject ine. Mafunctions. The faiure of an exposive component, weapon, or weapons system to function as designed; for exampe, faiure to aunch and dud weapons. Improper Handing. Ordnance handing incidents attributed to human error. Exampes incude misuse of equipment, faiure to foow estabished procedures, and vioation of safety precautions, resuting in dropped or damaged ordnance. Other exampes incude human errors during processing, assembing, testing, oading, storing and transporting ordnance. Inadvertent Arming. The unintentiona arming of an exposive component or weapon. Defective Weapons Support Equipment. Deficiencies invoving any equipment or device used in the manufacture, test, assemby, handing, and transportation (skids, traiers or simiar equipment) of any exposive system. Observed Defect. A discovered defective weapon or weapons system. Exampes incude protruding primers, damaged components, cracked grains, and advanced corrosion. Other An event that, except for chance, woud have been an exposives mishap. Any faiure or mafunction of, or damage to, a aunch device or associated hardware and software resuting in a hazardous condition EXCEPTIONS when handing or otherwise manipuating dummy, exercise, or exposive materia. Unusua or unexpected occurrences, unnatura phenomena, unfavorabe environments, or instances of equipment faiure that may damage or affect the safety of an exposive materia or system. That incudes hazards of eectromagnetic radiation to ordnance (HERO) sensitive exposive systems exposed to radiation hazard (RADHAZ) environments. The faiure of a missie or exposive system to test, caibrate, or otherwise meet preoading or preaunch requirements. Use of exposive ordnance disposa (EOD) services invoving miitary exposives for other than routine disposa of exposives. Report the foowing events as exposives mishaps or conventiona ordnance deficiencies; use the guideines of the pubication isted for each event: Exposives mishaps or conventiona ordnance deficiencies occurring aboard a U.S. Navy, U.S. Nava Reserve, or Miitary Seaift Command vesse; foow OPNAVINST B. Mishaps or deficiencies occurring during airborne weapons systems and equipment operations, incuding armament supporting equipment (any equipment used in the oading or unoading of an exposive system or aunch device on an aircraft); foow OPNAVINST A, Nava Airborne Weapons Maintenance Program (NOTAL). Nucear weapons mishaps and incidents; foow OPNAVINST E, Specia Incident Reporting (OPREP-3, Navy Bue and SITREP) Procedures (NOTAL) and JCS Pubication (NOTAL). Exposives mishaps and conventiona ordnance deficiencies that occur off station whie an exposive materia or system is in the custody of a common (commercia) carrier; foow NAVSEA OP B and voume I of NAVSEA OP Exposives mishaps and conventiona ordnance deficiencies invoving transportation by 9-11

154 commercia carriers (incuding rairoads) that occur on board a nava instaation; foow OPNAVINST C and voume 1 of NAVSEA OP OPNAVINST C exempts U.S. Marine Corps activities from reporting mishaps if Report Symbo DN is submitted as prescribed by Marine Corps Order C (Cass V Mafunctions and Deficiencies) (NOTAL). POST-MISHAP AND DEFICIENCY ACTION The activity experiencing the mishap or deficiency wi take the foowing action: Stop using the item, ot, or batch invoved pending guidance from higher authority. Start the reporting procedures. Accuratey and quicky respond to requests for additiona information. Depending on the severity of the exposives mishap or deficiency, other U.S. Navy commands and activities may hep in identifying the actua cause. They woud then take steps to ensure that simiar mishaps or deficiencies do not occur; the foowing is an exampe of how those steps may be taken: 1. NAVSAFECEN together with other activities may conduct a mishap investigation. 2. Commander, Nava Sea Systems Command (NAVSEASYSCOM); Commander, Nava Air Systems Command (NAVAIRSYSCOM); or Commandant, U.S. Marine Corps, may designate a reated exposive systems unserviceabe, direct foow-up tests and evauation of various ots to identify defective hardware, or initiate procedura changes in the use of the weapons system. 3. Commander, Ships Parts Contro Center (SPCC), Mechanicsburg, Pennsyvania, may 4. support the above command decisions regarding disposition and use of defective or questionabe parts by issuing a Notice of Ammunition Recassification (NAR). NAVSAFECEN woud then enter a reevant information into a data repository. INVESTIGATION AND REPORTING RESPONSIBILITIES The commanding officer, officer in charge (OIC), or ship s master requires the investigation and reporting of a reportabe exposives mishaps occurring within the command. Incuded are those mishaps invoving personne attached to their command. Uness you must incude cassified materia, consider the reports as uncassified (FOR OFFICIAL USE ONLY). For further information on a message report, consut appendix B of OPNAVINST C, and encosure (7) of OPNAVINST B, or OPNAVINST A. SUMMARY We discussed the Nava Exposives Safety Program and the Exposives-Handing Personne Quaification and Certification Program in this chapter. We aso discussed the duties of a safety supervisor in ordnance safety. We covered the precautions you shoud take when handing ordnance. We isted the safety precautions you shoud foow during maneuvers invoving freight/weapons eevators and ammunition hoists. We examined the persona protective equipment you must use when handing ordnance. We isted the artices prohibited in hazardous areas as we as the fire prevention, protection, and contro techniques each supervisor shoud know. Finay, we discussed the procedures you shoud use to report an exposives mishap. 9-12

155 CHAPTER 10 TRAFFIC SAFETY For many years, motor vehice mishaps have accounted for a majority of the accidenta deaths of Navy personne. From 1982 through 1992, 2, 266 saiors died in motor vehice mishaps. Many others suffered injuries that prevented them from returning to the work force. The Navy s operationa readiness depends upon its peope. Motor vehice mishaps are degrading this readiness through needess deaths and injuries. To combat this probem, the Navy estabished the Navy Traffic Safety Program. This program defines the safety precautions, reguations, and aws governing the use of a vehices by Navy peope, both on and off duty. In this chapter, we address the foowing areas of the Navy Traffic Safety Program: Program appicabiity Program enforcement Safety bets Chid safety seats Driver education Acoho Pedestrians Portabe headphones Motorcyces NAVY TRAFFIC SAFETY PROGRAM The Navy Traffic Safety Program defines motor vehices as wheeed vehices designed for trave on pubic roads under motor power or assisted by motor power. Vehices incude automobies, trucks, motorcyces, mopeds, and a-terrain vehices. Navy personne may operate motor vehices that they or the government own, ease, rent, or contro. The Navy Traffic Safety Program appies to a nava bases, stations, faciities, instaations, detachments, and a other property under the jurisdiction of the U.S. Navy. Every command, incuding forces afoat, must designate, in writing, a traffic safety program manager. Department of Defense (DOD) and Navy motor vehices must conform to Federa Motor Vehice Safety Standards. Tactica and combat vehices must cosey conform to federa motor carrier safety reguations. Each nava instaation must strive to meet the highway safety program standards (HSPS) outined in Issuance of Navy Traffic Safety Program, OPNAVINST F. These standards incude marking hazards, setting safe speed imits, adopting aws, and ensuring that drivers are icensed. PROGRAM APPLICABILITY The Navy Traffic Safety Program appies to the foowing motor vehice operators, passengers, and pedestrians: A Navy miitary personne (on or off base and on or off duty) A Navy civiian personne in a duty status, on or off base A peope in, or on any Navy motor vehice, on or off base A peope on a nava base, anytime Even when driving an off-road motorcyce whie off duty, personne must obey appicabe requirements of the Navy Traffic Safety Program. PROGRAM ENFORCEMENT Noncompiance with certain parts of the Navy Traffic Safety Program can resut in a court martia under the Uniform Code of Miitary Justice (UCMJ). It can aso resut in nonjudicia punishment (NJP) for miitary peope invoved in minor vioations. Noncompiance by civiian empoyees may resut in discipinary action. If you receive an injury because you vioate a Navy Traffic Safety Program reguation, the vioation may be considered in determining the compensation to which you may be entited. For exampe, if you have an accident whie driving a friend s motorcyce without wearing the required protective equipment (an approved hemet, proper shoes, etc.) or before attending the motorcyce safety course, the Navy may not pay your medica bis. If you die, your famiy may not receive a of your death benefits. 10-1

156 Figure Automatic safety bets with shouder harnesses. Figure Air bags save ives. Issuance of Navy Traffic Safety Program, OPNAVINST F, authorizes discipinary action for certain vioations. For exampe, you may receive discipinary action for faiing to foow safety bet rues or for riding in the cargo areas of vehices (in the back of a pickup truck). SAFETY BELTS Safety bets have been provided in most vehices for the past 20 years. The origina ap seat bet provided a measure of safety, but injuries sti occurred when peope snapped forward into the dashboard or steering whee. Therefore, manufacturers began equipping vehices with safety bets by adding shouder harnesses (fig. 10-1) to prevent the upper body from moving forward. In some cars, the safety bet moves into pace automaticay when the car is started. Since 1990, some manufacturers have begun to equip vehices with air bags (fig. 10-2) as we as safety bets. Air bags have grown in popuarity as survivors have testified to their effectiveness. Nationa statistics have shown that using safety bets saves ives. Many states now have aws requiring the use of safety bets. The Navy requires personne to use safety bets at a times. A Navy motor vehices must be equipped with safety bets for the driver and passengers. Each person riding in, or operating, a Navy motor vehice must wear a safety bet. If the vehice does not have a safety bet at 10-2

157 Figure Chi1d safety seats. a seating position, no one is permitted to ride in that seat. The ony exception is buses not equipped with safety bets in passenger seating positions. If the cargo area of a vehice does not have safety bets instaed, no one is permitted to ride there. That means you may not catch a ride to the ship in the back of a Navy pickup or stake truck. The rues are simiar for private motor vehices. A Navy personne, on and off base, are required to wear a safety bet when riding in or operating a motor vehice. If a vehice does not have safety bets instaed or if the safety bets are damaged, miitary personne arc not permitted to ride in that vehice. Pubic transportation, buses, and taxis are exceptions. You are not permitted to ride in the cargo area of motor vehices without using safety bets. CHILD SAFETY SEATS A chidren under the age of 4 or weighing ess than 40 pounds must be restrained in a chid safety seat (fig. 10-3) whie riding in a Navy motor vehice or whie 10-3

158 riding in a private motor vehice on any nava base. This restriction appies even when a state has chid safety seat aws that differ from the Navy s requirements. WARNING The operator of the vehice is responsibe for informing a passengers of the safety bet, chid safety seat, and protective equipment requirements of the Navy Traffic Safety Program. That means, as an operator of a motor vehice, you must make sure your passengers BUCKLE UP! DRIVER EDUCATION The Chief of Nava Education and Training (CNET) is required to provide a miitary personne under the age of 26 who have a driver s icense or who are required to operate a government motor vehice with a minimum of 8 hours of cassroom instruction in traffic safety. This training may be provided during recruit training or at their first duty station. You may be required to attend such a course if you are found at faut in a traffic mishap whie operating a government motor vehice. You may aso be required to attend such a course if you have been convicted of serious moving traffic vioations in a government or private vehice on base. The Commander, Nava Safety Center (COMNAV- SAFECEN) certifies instructors who conduct the American Automobie Association s Driver Improvement Program at commands throughout the Navy. Individuas must not be assigned as drivers of Navy poice vehices, ambuances, fire trucks, and crash and rescue vehices unti they have successfuy competed the Nationa Highway Traffic Safety Administration s Emergency Vehice Operator Course (EVOC). This course is conducted by a COMNAV- SAFECEN approved instructor. This training is to be repeated every 3 years thereafter to ensure competency in the safe operation of such vehices. ALCOHOL Acoho seriousy affects a person s abiity to operate a motor vehice. Acoho is the eading contributing factor in motor-vehice-reated deaths and injuries. Sma amounts of acoho (one beer or a mixed drink) can affect a person s judgment and motor skis. The best defense is don t drive after drinking (fig. 10-4). Make arrangements for aternate forms of transportation (for exampe, ca a taxi or a friend, or designate someone to drive who is not going to drink). You are not permitted to have open containers of acoho in your possession whie operating or as a passenger in a motor vehice on any nava instaation. PEDESTRIANS The Navy Traffic Safety Program aso pertains to pedestrians. Personne are not authorized to jog on main roads and streets on nava instaations with high traffic density and during peak traffic periods. Loca commanders are required to define and pubish the peak traffic periods of the ocae and the roads and streets with high-density traffic. If possibe, avoid jogging on roads and streets on nava instaations; use defined jogging faciities or routes when avaiabe. When jogging on roads and streets, jog in patroed areas and wear ight-coored cothing. During periods of reduced visibiity (for exampe, at night or during fog or rain), wear refective cothing. Jog facing traffic and obey traffic rues and reguations. Appropriate fuorescent or refective persona protective equipment must be provided to and used by a personne who are exposed to traffic hazards in their assigned duties. This requirement invoves traffic contro personne, roadway maintenance and construction crews, and eectricians and teephone repair personne working on overhead ines. PORTABLE HEADPHONES Portabe entertainment devices, such as miniature headset radios, cassette payers, or other devices with headphones, can be dangerous. Not ony do they produce hazardous noise if turned up to fu voume, but they can cause mishaps. Peope have been kied whie waking on train tracks or aong roadways because they coud not hear horns or warnings. The use of portabe headphones, earphones, or other istening devices is prohibited on roadways, sidewaks, and shouders aong roadways on a nava faciities whie operating a motor vehice, jogging, waking, bicycing, or skating. That does not incude the use of hearing aids or hearing-protective equipment, nor does it negate the requirement for wearing hearing-protective 10-4

159 Figure Acoho and driving don't mix. 10-5

160 Figure Motorcyce hemets. 10-6

161 equipment where conditions dictate. Aso exempted is communication equipment being used for officia business. A ong-seeved shirt or jacket, ong-egged trousers, and fu-finger eather or equivaent goves. MOTORCYCLES The Navy uses the term motorcyce to refer to motorcyces, motorscooters, motorized bicyces, mopeds, and a-terrain vehices (ATVS). If you are in the Navy and operate a motorcyce, on or off base, you are required to successfuy compete a motorcyce safety program approved by NAVSAFECEN. You must be icensed by a state to operate a motorcyce before you can enro in the course. You must aso compete this course before you can obtain a base sticker that aows you to operate a motorcyce on base. Athough you cannot icense an ATV for operation on pubic roadways, a ATV operators must successfuy compete the A Terrain Vehice Safety Institute (ASI) ATV Rider Course. Motorcyce safety courses are avaiabe throughout the Navy. You are not required to pay for those courses. Once you have successfuy competed an approved course, it is important you continue to practice your riding skis. The skis you earn in the course are ony effective if they are used. About haf of a motorcyce accidents invove personne with ess than 5 months riding experience on the motorcyce invoved. Navy motorcyce operators must wear the foowing protective equipment when operating/riding a motorcyce: A propery fastened hemet that meets U.S. Department of Transportation (DOT) standards. Propery worn eye-protective devices, which are defined as impact- or shatter-resistant eyegasses, gogges, or a face shied attached to a hemet. A motorcyce-mounted windshied is not considered to be proper eye protection. Propery worn hard-soed shoes with hees. Riders are encouraged to wear over-the-anke shoes or boots. A commerciay avaiabe, brighty coored, mesh or fabric safety vest with refective vertica, horizonta, or diagona stripes front and back with a minimum of 130 square inches of refective area; 65 square inches on the front and 65 square inches on the back. The proper persona protective equipment (PPE) for motorcyce riders does much more than protect them during a mishap. It aso protects them from exposure to the environment. A hemet and eye/face protection (fig. 10-5) protect from wind bast, sand, grave, bugs, and so forth. Cothing protects the riders from weather, fying objects, and hot parts of the motorcyce. Since motorcycists are exposed to these conditions each time they ride, they shoud protect themseves as much as possibe by wearing PPE. SUMMARY We discussed the most important pints of the traffic safety program covered in OPNAVINST F, Issuance of Navy Traffic Safety Program. We discussed to whom the program appies; possibe penaties for faiure to compy; safety bet reguations; driver education; pedestrians; and the use of acoho, portabe headphones, and motorcyces. Read this chapter carefuy and foow its directions. We want you to ive and enjoy operating your motor vehices for a ong time. 10-7

162

163 CHAPTER 11 RECREATION, ATHLETICS, AND HOME SAFETY Off-duty mishaps outnumber shipboard and industria mishaps. The Navy is concerned with personne both on and off duty. In addition to traffic safety, discussed in chapter 10, the Navy has deveoped the Navy Recreation, Athetics, and Home Safety Program. Sports and recreation are in the Navy to stay. In addition to raising morae, these activities contribute to the deveopment of eadership. The service member meets many conditions in sports activities that are simiar to conditions in combat. In athetic competition, an individua can deveop various quaities to eves unattainabe by other means. These quaities incude persona courage, confidence, aggressiveness, and determination. These same quaities, which are essentia in combat, can ead to mishaps and injuries in sports competition. Somehow we must find the fine ine between courage and reckessness, between confidence and unreaistic appraisa of a situation, and between determination and inappropriate stubbornness. Finding the fine ine reduces mishaps and injuries. We can achieve that fine ine through proper supervision, effective instruction, and proper training of participants. It is Navy poicy to provide Navy personne, and their famiies, programs that wi effectivey contribute to their morae and we being. A personne shoud incude some form of exercise in their daiy routine to attain and maintain an acceptabe state of physica fitness. The Navy recommends that personne take part in vigorous sports activities to maintain desired eves of physica fitness. An od adage says, A man s home is his caste. Unfortunatey, that very same caste can ead to a variety of mishaps. You can prevent many home mishaps, such as chidren s poisoning, awn mower mishaps, and fires. Whether a mishap affects the saior or the saior s famiy, it sti affects the Navy. A safe attitude on the job needs to extend to the home and off-duty hours. In this chapter, we discuss the foowing areas of the Navy Recreation, Athetics, and Home Safety Program: Recreation, athetics, and home safety training. Faciities evauation and inspections Persona protective equipment Recreationa safety contros Safety for recreationa activities Safety for athetic activities Safety in the home Off-duty mishap investigation and reporting NAVY RECREATION, ATHLETICS, AND HOME SAFETY PROGRAM The Navy issued a directive deaing with recreation, athetics, and home safety in 1987 and updated it in Navy Recreation, Athetics, and Home Safety Program, OPNAVINST A, sets up poicy and procedures for executing this program ashore and afoat. This program appies to the foowing personne:. A miitary personne on or off base. Miitary dependents whie on government property and whie taking part in commandsponsored events off base That means you are covered during an off-base softba game as part of the command s team or as a spectator. It appies to you whie you swim in the base poo and to the members of your famiy as they watch you at the base bowing aey. It aso covers you if you get hurt whie repairing your car in your garage at home. NAVY RECREATION, ATHLETICS, AND HOME SAFETY TRAINING The Recreation, Athetics, and Home Safety (RAHS) Program manager must make sure miitary personne receive training on recreation, athetics, and home safety at east quartery. The program recommends that civiian personne aso receive this training. Work center supervisors and department/division safety petty officers shoud conduct this training. When you are responsibe for this training, make sure it is seasona and geographicay appropriate. Conduct the training before or during those times of the year when personne are at risk. 11-1

164 You can use Pan of the Day (POD) notes, posters, stand-up ectures, and video tapes to hep you with this training. You can aso use athetic team training as another way to train personne in athetic safety. The foowing are some of the recreation, athetics, and home safety topics that shoud be covered during training each year:. Basketba (responsibe for the most ost time of any sport). Physica fitness Water sports. Racquetba Footba Softba. Hobby safety Quaification Training Patrons using recreationa watercraft and Navy automotive and woodworking hobby-shop equipment expose themseves to high-hazard activities. Morae, wefare, and recreation (MWR) staff members make sure ony quaified patrons safey operate watercraft, power toos, hydrauic ifts, and spray paint booths. Staff members shoud keep a record of those who quaify. Competent MWR staff members shoud conduct training in the use of this equipment. They shoud emphasize the use of safety precautions, safety equip ment guards, and persona protective equipment (PPE). The heath hazards associated with spray painting require additiona precautions. MWR empoyees must advise patrons in writing of the hazards spray painting poses. An MWR empoyee must observe patrons throughout the spray painting evoution. Quaification training for watercraft incudes basic rues of the road, knowedge of persona fotation devices (PFDs), appicabe safety requirements, and emergency procedures. Successfuy competing a sma boat safety course, such as that offered by the U.S. Coast Guard Auxiiary, is evidence of quaification. Recordkeeping of Training Commands must maintain a training records for 2 years. Documentation shoud incude a og of schedued training, dates of training, and names of personne attending. Each department shoud maintain its own training records. These records wi be avaiabe for annua inspections. FACILITIES EVALUATION AND INSPECTIONS Recreationa and hobby faciities and equipment used by miitary patrons and dependents wi be of safe design. The faciity must provide a safe and heathfu setting for patrons as we as workers. Each command must inspect and evauate its recreationa faciities and equipment annuay. These faciities and equipment incude game rooms, hobby shops, shipboard gyms, and workout and weight-ifting areas. Ashore, they incude a the faciities run by feet recreation and specia services. Ships with enough athetic equipment to checkout, such as voeybas and basketbas, must aso have written recreationa safety measures. Nava Safety Center (NAVSAFECEN) poicies require these measures to reduce the possibiity of injury to participants and spectators. The safety and heath personne and the designated RAHS Program manager shoud jointy conduct the inspection. The inspection identifies hazards and ensures the execution of abatement pans. NMPCINST A, Aquatic Programs and Faciities, governs the inspection of swimming poos and waterfront areas. Appicabe Navy standards govern the inspection of other recreationa faciities. A summary of these standards and other requirements for program administration is avaiabe from the NAVSAFECEN. Personne checking out athetic equipment must ensure it is in good condition. Staff personne shoud check gym equipment for sharp edges, oose or worn parts, and obstruction hazards. Poory made athetic equipment, which may not stand up to heavy use, shoud not be used. PERSONAL PROTECTIVE EQUIPMENT You have no choice about wearing severa types of persona protective equipment (PPE). BUPERSINST states that personne must wear approved eye protection when paying squash, handba, and racquetba. Eye protection is not the ony PPE required during an athetic event. Certain athetic events and work at the hobby shop require the use of mouthpieces, hand protection, and other types of protective equipment. Did you know that mouthpieces are credited with preventing about 200,000 injuries in high schoo and coege footba aone? 11-2

165 Navy RAHS Program managers are responsibe for educating peope about off-duty hazards and stressing the importance of using PPE for sports. The game payers are responsibe for wearing the required eye-protective equipment whie paying games. The faciity manager has the responsibiity and authority for ensuring a payers wear the proper safety equipment. A commands are required to provide PPE for recreationa and athetic activities. For exampe, if you check out a racquetba racket, the command shoud provide safety gasses. The use of PPE shoud aso be emphasized for hobby shop patrons or personne working at home. For exampe, training shoud cover the wearing of safety gasses or gogges and hard-soed shoes whie mowing the awn. RECREATIONAL SAFETY CONTROLS Most sports have inherent hazards we cannot eiminate without compromising the game. However, many preventabe mishaps occur during recreationa activities. We can prevent athetic injuries by providing better training and the proper PPE. Most athetic injuries resut from peope being out of condition or not warming up before an event. Practicay a sports invove some type of hazard since they center around the principes of attack and retreat. But, if you take the proper safety contro measures, you can reduce most of the injury-causing hazards. Administrative Contros To ensure safe recreationa activities for personne, commands shoud provide protective contro in the form of rues and procedures. They shoud aso provide quaified physica training instructors, specia services officers, and recreationa eaders. Commands shoud seect recreationa personne based on their experience. However, they shoud aso consider their famiiarity with, interest in, and abiity to instruct or supervise activities. Instaations shoud set up effective programs to make certain the proper PPE is on hand when needed. In addition, commands must make sure that faciities are avaiabe and that eaders are present to supervise the events. Leadership and Supervision When supervising or coaching an athetic event, you must be aware of severa factors. One factor is eadership. Good eadership promotes safety at recreationa activities. You must consider the physica differences of the participants. As a eader, you aso must understand the goa of the sport invoved and demand compete observance of the rues. If you are a recreationa eader, give preiminary instructions to a payers and thoroughy indoctrinate beginners in the basics of the sport. You can do that through a progressive training program. To avoid mishaps caused by confusion, make sure a payers ceary understand your instructions. As a recreationa supervisor or coach, make sure a injured persons receive immediate medica attention. Make sure participants do not drink acohoic beverages before or during pay. Before aowing payers to engage in any vigorous sport, put them through a warm-up period. Without preiminary warm-ups, your payers are more ikey to be injured. Quaified officias must manage a sports contests, whether intramura or extramura. They must make sure the participants carefuy foow the standard rues of the game. Persona Responsibiity As a participant in an athetic event, you have severa responsibiities. One is to protect yoursef from injury. You shoud not continue to participate, practice, or pay in events when you arc execssivey tired. Before pay starts, warm up. Do not try a new game or practice a new athetic ski without direct supervision of a quaified monitor. Make sure your equipment fits propery and you know how to use it. Wear ony cean cothing and equipment next to your skin. Do not take unnecessary chances. Pay strict attention to how to pay the game. SAFETY FOR RECREATIONAL ACTIVITIES Recreationa safety incudes many outdoor activities, such as water sports, hunting, bicycing, and ice and snow sports. The most deady recreationa activities, by far, are conducted on or near the water. Watersports can be fun. The thri of boating, waterskiing, scuba diving, or even just fishing have ong been a part of our eisure time. However, we must respect water. Water can be deady to both chidren and aduts aike. Drowning is the eading kier of Navy peope in recreationa mishaps 11-3

166 and the third eading cause of accidenta deaths in the United States. From 1987 to 1992, 42 percent of a Navy peope kied in recreationa mishaps died from drowning. You can prevent drowning by knowing some common water-safety tips. Swimming About 45 percent of a drownings invove peope faing in the water whie waking on piers and bridges or fishing from boats. Many victims were poor swimmers who acked basic water skis. If you are going to spend time near the water, you shoud know how to swim. Swimming is your best defense against drowning. You shoud know how to swim even if you never expect to go in the water. You may someday have the opportunity to save a drowning person s ife. Figure Heat escape essening position (HELP). Aways swim with a friend. The buddy system saves ives. Swim ony in designated areas. Undesignated swimming areas may have hidden hazards that can ki you. Teach your chidren how to swim. Drowning is the second eading cause of accidenta deaths in chidren. NEVER eave a chid aone near a swimming poo or swimming area. Many parents think they can hear their chid fa into a poo. They are wrong. Drowning is a sient kier. There is usuay no oud spash or cry for hep because the first gasp for air fis a chid s ungs with water, bocking a sound. Chid-proof your poo, Insta a doube ayer of protection around your poo. Buid a fence at fence five feet high around the poo with a sef-cosing, sef-atching gate. Make sure the atch is out of chidren s reach. You aso can buy an eectronic sensor that foats in the poo and sounds an aarm if something disturbs the water. Beware of cod water. Chances of surviva in 50-degree water are ony if you are exposed for 50 minutes. If you arc aone, usc the heat escape essening position (HELP). To do that, hudde to conserve heat by crossing your arms and feet and puing your knees up (fig. 11-1). You can die from hypothermia, even if you fa into water as warm as 70 degrees, if you stay immersed ong enough. If you have severa peope in the water, hudde together in a circe (fig. 11-2). For either of these techniques to be effective, you must be wearing an approved persona fotation device. Do not jump or dive into water that may be so cod it wi numb your body. Instead, ease into the water Figure Hudde position graduay. Cod water exhausts a swimmer faster than warm water. Do not swim ong distances in cod water. Cod or tired musces are susceptibe to cramps. To overcome a cramp, draw your knees toward your chest and massage your cramped foot or eg whie moving it. You shoud be in a face forward foat position whie doing that. Know and consider your swimming imitations. Do not swim when you are tired, overheated, or chied. If you find yoursef fatigued, you can find temporary reief by foating, treading water on your back, or varying the stye of swimming. If you find yoursef in troube, 11-4

167 conserve strength as much as possibe. You can do that by resting on your back in a foating position with a minimum amount of motion. We have said this before, but we wi say it again: NEVER drink and swim. Acoho and water are a deady combination. Acoho diates the bood vesses and your body oses heat faster. It aso impairs your judgment and increases risk-taking. Look before you dive! Shaow water dives coud eave you parayzed for ife. It did for two Navy peope in Know the depth of the water before your dive. Never dive in unknown waters. If you have a history of ear troube, check with your doctor before swimming. Try to avoid swimming underwater. You may use commercia pugs to keep water out of the ear cana. If you fear eye infections or irritations, wear a face mask or gogges. Except in an emergency, avoid swimming in the dark. Finay, never jokingy ca for hep. Scuba, Skin, and Cave Diving Be famiiar with your diving area before diving, and pan each dive. If you are unfamiiar with the area, get instruction from a knowedgeabe source. Aways usc a foat with surface identification (diver s fag). This identification heps during rescue or for sef-rescue. Heed a pains and strains as warning symptoms. Know basic first aid. Know and obey a oca diving aws and reguations. Join a reputabe diving cub. Know the basic aws of diving physics and physioogy. Practice skin diving frequenty before scuba diving. NEVER wear gogges or earpugs when skin or scuba diving. They are swimming aids, not diving aids. Skin diving, scuba diving, and cave diving are demanding swimming sports that require a person to be in good physica condition. These activities aso require good swimming abiity and a thorough knowedge of the sport. Two Navy service members drown amost every year during recreationa diving. The main reason is ack of training and certification. Proper certification is essentia to diving safey. Open water scuba diving certification does not quaify a person for cave or cavern diving. A divers shoud get a physica examination by a doctor who is aware of the specia hazards and demands of underwater diving. Heart probems, sinus or ear probems, ung troube, and reated heath difficuties coud make it risky for an affected individua to dive. A divers shoud observe the foowing basic safety rues for diving: NEVER drink acoho before diving. NEVER dive unti you are a good swimmer. Stay in top physica condition. NEVER dive aone-use the buddy system. Use safe, reiabe, time-proven equipment. Make sure your equipment is propery adjusted and maintained. Be famiiar with your equipment. Engage ony in diving exercises that are consistent with your training and experience. You shoud observe the foowing basic safety precautions for scuba diving: NEVER use pure oxygen in your tank; it is poison to a diver. Instead, usc cean, fitered, certified, compressed air. Know your decompression rues and avoid panned decompression dives. Set up a system of communication with other divers; deveop emergency procedures and procedures for reuniting in case of separation. NEVER hod your breath whie scuba diving. NEVER dive when suffering from a cod, sore throat, or when feeing i. NEVER ascend faster than 60 feet per minute. A usuay safe rue of thumb is NEVER ascend faster than the sowest bubbes. Wear a buoyancy compensation device and submersibe pressure gauge. Adjust buoyancy to be sighty positive on fu inhaation. 11-5

168 Boating Surface carefuy to avoid coming up under a boat or some other object. If visibiity is poor, extend one or both hands above your head to ward off any object. If you ose visua contact with your buddy, isten for the sound of escaping bubbes from the other scuba equipment. If unabe to ocate your buddy, pound on your cyinder to attract attention. If this fais, surface, ocate your buddy, and then descend together. Check your cyinder pressure and equipment before a second dive. Know how to use an aternate air source and a ow-pressure buoyancy compensation infation system. The purchase of a nautica-type or saior s hat does not suddeny coak a person in boating experience. The overwheming majority of boat operators invoved in fata accidents have never taken a safe boating course. Before you go boating, take a safe boating course. For more information on the boat course, ca the Coast Guard Boating Course hot ine at BOAT. About 50 percent of a boating mishaps resuting in serious injuries invove acoho. Operating a boat whie intoxicated, with a bood acoho content (BAC) of 0.10 percent or more, carries a $1,000 civi penaty. It carries a crimina penaty of up to $5,000, 1 year in jai, or both. Coisions or peope faing overboard causes most boating injuries. If you fa or are accidentay thrown into the water, a persona fotation device (PFD) can save your ife. U.S. Coast Guard studies show that up to 85 percent of a boating deaths coud have been prevented if the victims had been wearing a PFD. Aways wear a PFD when boating. Even though it isn t a Navy reguation, we strongy urge you to wear a PFD when you are in your own boat. However, in a watercraft owned by the Morae, Wefare, and Recreation (MWR) Department, the operator and any passengers must wear a 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 the season. Make sure you have a fire extinguisher aboard, aong with toos and equipment to make minor motor adjustments or repairs. Make sure you have enough fue before starting out. NEVER refue with the motor running. Do not go out in a sma boat uness you are thoroughy famiiar with the craft. Learn to hande your boat by practicing near shore in shaow, smooth water. Become famiiar with the basic rues about right-ofways, channe markings, anchorages, and use of ights. Leave a foat pan with a friend before you set out. Your pan shoud incude the identification number of your boat, who is with you, where you are going, when you expect to return, and when to contact the Coast Guard. Inspect your boat each time before you use it, checking for eaks and other defects. Remove any water that may be present on the deck to reduce the possibiity of sip hazards. Check weather conditions before you eave home and whie on the water. Storms come up in a hurry. Learn to read coud formations and other weather signs. Never eave the dock without a required safety equipment. Make sure you do not overoad or impropery oad your boat. Counting the number of seats does not indicate capacity. Overoading is dangerous and reduces freeboard (the distance from the waterine to the edge of the boat). Improper oading makes a boat unstabe or ess maneuverabe. Know the safe oad capacity and recommended horsepower for your boat. The best pace for the oad is on the bottom and in the midde. Do not aow passengers to sit or stand on the bow, stern, or gunwaes. In rough water, pace the oad, incuding passengers, ow to keep the boat stabe sideways; pace the oad away from the ends to give the bow and stern buoyancy. Keep a sma boat away from big boats, especiay at night. Speedboats and padde-wheeers are especiay dangerous. Before arge swes from a arge boat reach your sma boat, head into them. Sow down so they wi side under your boat from end to end. TIPS IN CASE OF BOAT OR WEATHER TROUBLE. What do you do in case of troube? First of a, don t panic. The foowing are a few boating tips you shoud keep in mind: If you get trapped on the water by a sudden squa, point the bow into (toward) the wind. Reduce speed or shorten the sai at once. If you get caught in rough water, head the boat so that it receives the waves at a 45-degree ange either to the eft or to right side of the bow. Do not get crosswise, Go sowy against a strong sea because speed can bury the bow, aowing more water to come aboard. Arrange your oad to keep the bow up. 11-6

169 Keep the boat we baied; if necessary, throw out heavy items (not peope) to ighten the craft. In swift current, do not grab for trees or bushes aong the bank to sow up. If your boat capsizes or swamps, try to keep cam. Most sma boats support severa peope even though fied with water. A swamped boat, right side up, wi support about as many persons as it is designed to carry when afoat. If you can manage it, sit in the swamped boat. Do not try to swim for shore even if you think you can do it easiy. Instead, padde or row for shore or wait for hep. In rough or cod water, maintain a firm hod on the boat with a bet or rope. TIPS IN CASE SOMEONE FALLS OVER- BOARD. If someone fas overboard, grab the person quicky and hang on if possibe. Get the person back into the boat as fast as you can. If the person tries to cimb over the side in a panic, baance the boat unti he or she gets in or quiets down. Throw a ife preserver, cushion, or rope to a person who is some distance from the boat instead 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 if the stern is not square. Rescuers shoud keep ow in the boat; that aows them to have one hand free, most of the time, to hang onto the boat. Water Skiing Water skiing is one of the most thriing of water sports. Spectacuar as it appears, it is among the easiest to earn. Many peope, particuary chidren, master the basics within an hour. Even though it seems easy, you sti must take precautions and know various factors before you ski. To water-ski safey requires three peope: the skier, the boat operator, and an observer who knows a the proper hand signas. It is not surprising that showing off is the chief cause of water-skiing mishaps. Before you even think about strapping on a pair of water skis, earn correct and safe water-skiing techniques from a quaified instructor. The instructor wi teach you how to hod the towine, how to get up on skis whie keeping your baance, and how to contro your skis. SIGNAL A thumbs-up gesture A thumbs-down gesture Thumb and forefinger in shape of an 0 Circe finger overhead and point in direction of turn desired MEANING Boat faster Boat sower Speed OK Turns Raise hand with fingers spread Stop Sap thigh with hand Draw hand or finger across throat Return to dock or shore Cut motor Point in direction you wish to Go that way go, then point to yoursef Casp hands overhead whie treading water (after fa) I m OK Figure Water-skiing signas. Before you water-ski, check your equipment, making sure the persona fotation device (PFD) you wear fits propery and is secure. Some states require a rearview mirror for the boat driver. Pay cose attention to the tightness of the ski binders or runners. Know the different water-skiing signas you must use to communicate with the boat operator and the observer (fig. 11-3). You ony need to know two audibe signas. When you are in the starting position and want the boat operator to take up the sack in your towine, shout In gear, When the ine becomes taut, your ski tips are up, and you are ready to begin skiing, shout Hit it for your boat operator to open the throtte. Reax when you ski. Hoding the towine too tight and becoming tense are bad habits. A reaxed skier earns fast and takes few spis whie earning. Don t try stunts beyond your abiity. Learn each stunt progressivey. Leave the fancy skiing to the professionas. NEVER wrap the towrope around any portion of your body or pace your arms or egs through the bride. Aways ski in water that is deep enough. How do you know if the water is deep enough? Your skis shoud not touch bottom. Make sure the water is free of foating objects and other obstructions. 11-7

170 When you fa, and you wi fa, fa backward and not forward whenever possibe. At speeds above 25 mph, you shoud somersaut or ro with the fa. Tuck your head beneath your arms and ro into a ba. Roing not ony contros the fa but bunts the impact. Don t tense up and stiffen. At ower speeds, ean to the side or back before you reease the towine. When you reease the towine, you wi fa in the direction of the ean. You wi hit with a thud, rather than a spash. Forget about your skis. You can retrieve them easiy they foat, remember? Hunting The misuse of sma arms has resuted in many accidents causing serious and fata injuries to Navy personne. Between 1987 and 1992, eight Navy men and women died in hunting and fishing mishaps. Ninety-one were injured in sma arms accidents aone, most with guns they thought were unoaded. Firearms accidents ki as many femaes as maes. The highest rate is in the 15- to 24-year age group. Between one-fourth and one-third of a fata, accidenta shootings occur in connection with hunting trips. Annua studies of hunting accidents, both fata and nonfata, made by the Nationa Rife Association have shown firearm hunting accidents both by intentiona discharge and accidenta discharge. The principa causes of accidents by intentiona discharge have been as foows: Victim moved into ine of fire without warning. Victim shot by excited hunter firing quicky at game.. Victim unseen by shooter. Victim mistaken for game. The principa causes of casuaties occurring through the accidenta discharge of the gun have incuded the foowing: Stumbing or faing whie carrying gun Catching trigger of gun in brush Cubbing game or cover with gun Bumping or joting the gun whie removing it from vehice or boat Unwittingy etting gun fa from an insecure rest Crossing a fence Horsepaying with a gun thought to be unoaded. Loading and unoading gun Before you go hunting, you shoud earn the safe use of firearms from a competent instructor. The instruction shoud take pace on a we-protected range. Experienced aduts shoud accompany young peope earning to shoot and coach them in firearm safety. You shoud never try backyard target shooting. Practice basement or other indoor shooting ony if you have constructed a satisfactory backstop. Avoid shooting at hard, horizonta surfaces because of the danger of a ricochet. If you find yoursef shooting over water, exercise extreme caution to avoid ricochets. As a hunter, you must concern yoursef more about safety than about the possibiity of your missing a chance at your game. Your attitude in these matters is the rea difference between being a safe or unsafe hunter. Regardess of how much hunters know or how great their ski and experience, if they do not practice safety, they are unsafe hunters. BICYCLING Miions of peope have found that biking is economica, heathy, and a great way for the entire famiy to take part in whoesome recreation. However, most of the time you wi be sharing the road with vehices of a shapes and sizes. Since a bicycist is the most vunerabe participant in the highway system, observing safety rues is in your own best interest. That enabes you to protect yoursef against the careessness of others. The impact of a rider s head against a sidewak from a 10-speed bike going 25 mph is as great as that of a rider thrown from a motorcyce at the same speed, From 1989 to 1992, more than 500 saiors were seriousy injured or kied in bicyce accidents. More than 150 of those saiors suffered head injuries, 10 whie wearing hemets. Hemets won t prevent head injuries in every bike accident, but they do make a difference in the severity of those injuries. You can protect yoursef from serious injury by wearing an American Nationa Standards Institute (ANSI) or a Sne Memoria Foundation approved bicyce safety hemet. In addition, you can protect yoursef by compying with OPNAVINST A, which covers the Navy Recreation, Athetics, and Home Safety Program. This instruction requires a recreationa bicycists operating on government property to wear ight-coored cothing and to wear refective cothing during reduced visibiity conditions. 11-8

171 ICE AND SNOW SPORTS Ice and snow sports can be fun but deady. In addition to the stresses paced on the body, there is the added hazard of extreme cod. Winter sports incude the foowing activities:. Ice skating. Sedding, tobogganing, and snow disk riding Snowmobiing. Skiing Of these winter sports, Navy personne experience the most mishaps from snow skiing. Each year thousands of peope suffer injuries in skiing accidents. From 1984 to 1992, more than 150 Navy peope have been hurt in mishaps on ski sopes and trais. One of these mishaps resuted in a fataity when a skier ost contro in icy conditions and crashed into a tree. Another person suffered a permanent disabiity when he fractured a vertebrae in his ower back. Fortunatey, most injuries are ess severe, with broken egs and knee injuries commony reported. You can sti get hurt whie cross-country skiing even though it is sower than downhi skiing. The most common cause of skiing accidents is inexperience. Beginners hurt themseves when they try to move from a beginner s sope to advanced or expert sopes too soon. Trying sopes that are too steep or icy can resut in injuries to even the more experienced skiers. The buidup of too much speed can cause you to ose contro. Once peope reaize they are out of shape, they want to do something about it. Unfortunatey, they usuay try to get back into shape too fast. Age has nothing to do with deaths reating to overexertion whie exercising. Anyone is subject to overexertion, regardess of age or physica conditioning. With today s emphasis on heath and weness, many peope take up strenuous fitness activities before they condition their bodies. Good physica fitness can pay off, if you do it carefuy and consistenty. However, strenuous exercise once a week can do more damage than good. Before you start any physica fitness program, check with your doctor. The doctor wi determine what precautions you shoud take and if you need a compete physica exam. Checking with your doctor is especiay important if you are more than 35 years od. Baseba and Softba Since baseba and softba present simiar hazards, you shoud take simiar precautions to avoid injury. The most serious mishaps associated with baseba and softba are those resuting from siding and coisions. Breakaway bases are much safer than stationary bases. Softba fieds operated by MWR departments are being converted from stationary to breakaway bases. Unti the MWR instas breakaway bases, your command shoud conduct a siding cinic. Estabish a no-siding rue for command-sponsored picnic and pickup games to prevent personne from breaking their ankes and egs. SAFETY FOR ATHLETIC ACTIVITIES Peope take part in many sports and other athetic activities both as members of on- and off-base teams. Intramura sports are part of the tota recreation program. Athetics provide a basic physica conditioning process through which the Navy can hep buid and maintain an effective fighting force. Some athetic events have inherent risks for participants. Padding and protective equipment can hep reduce injuries and are mandatory for some sponsored team events. A good athete is famiiar with the injury potentia of the sport being payed and knows how to avoid injuries. When you are injured, you are of itte use to a team. Part of the ski of any sport is the abiity of an athete to avoid injury. One factor repeatedy cited as a major contributor to a mishap invoving physica fitness is overexertion. Estabish a no-siding rue. 11-9

172 Teammates need to communicate with each other to avoid coisions. Before the game, appoint the center fieder to ca off teammates for outfied fy bas. Appoint the shortstop to do the same thing for infied fy bas. Make sure they make cas in a cear, oud voice. These precautions wi keep payers from running into each other and possiby resuting in a tragedy such as the one invoving a highy skied Navy technician. Whie going for a fy ba, this technician coided with another payer; he never recovered from the impact and eventuay died. Basketba Many basketba injuries resut from peope warming up impropery, wearing the wrong type of shoes, and paying too aggressivey. Taping your ankes or using anke supports with high-top shoes reduces the severity of anke injuries. Don t wear running shoes for paying basketba. Your high top shoes shoud have 1/2 inch at the toe for cearance on the sudden stops and pivots common to basketba. They shoud have nonsip soes and provide adequate ventiation. In eary season workouts, paint the soes of your feet with benzoin to essen your chances of getting bisters. Wear an inner sock of ight cotton underneath a woo or heavier-weight athetic sock. Wear pads to protect your knees and ebows from bruises and foor burns. Wear a knee brace if you need knee support. Setting up basketba courts on fight and hanger decks provides recreation at sea, but these courts can cause serious injuries. Twisting and pivoting on a nonskid deck, as we as Faing, can resut in a variety of injuries. Be carefu when paying on this type of surface. Boxing A participants, incuding boxers, coaches, referees, and physicians in a Navy boxing competition must attend at east one precompetition meeting or cinic. The purpose is to review concepts contained in the Safety Awareness Manua and expain procedures for training and competition. Other required pubications incude: Officia Boxing Rues, Physician s Ringside Manua, and the Introduction to Oympic Boxing pamphet. You can order copies of these pubications (at a nomina charge) from the foowing address: USA Boxing, Inc East Boder Street Coorado Springs, CO Boxers must wear a mouthpiece, U.S.A. Amateur Boxing Federation approved protective headgear, goves, and a groin protector during sparring and competition. A weight casses must wear 16-ounce goves. The goves wi be either the thumbess type or thumbattached type. Boxing goves must be checked before use. They shoud be cean, be free of umps, and have smooth surfaces. A boxer shoud be abe to fasten them securey. Mouthpieces must be custom-made and individuay fitted. When sparring and during actua matches, boxers shoud wear protective headgear. Boxers shoud wrap their hands to protect them whie sparring, whie working out on the heavy bags, and for a matches. Medica officers providing support must be famiiar with and must meet the requirements of the Physician s Ringside Manua. The professiona quaifications of these medica officers shoud incude current competency in the emergency treatment of head trauma, management of traumatic injury, certification in basic and advanced cardiopumonary resuscitation (CPR), and experience in transporting unstabe patients. For additiona information on Navy boxing competition, refer to encosure (7) of BUPERSINST Footba Footba is one of the most hazardous of a team sports because of the continuous heavy body contact. Ony trained, we-conditioned payers shoud take part in competitive footba games. Payers need not get hurt if they appy various safeguards. A payers must wear fu-weight footba shouder, hip, thigh, and knee pads as we as headgear when they expect body contact both in practice and in the actua game. This gear must be propery fitted. We recommend that anyone engaging in active sports wear a mouthpiece. The mouthpiece is a reativey inexpensive piece of equipment that reduces ora damage consideraby. It aso provides the cushion necessary to hep prevent concussion from the shock of bows sustained by the head and chin. Hemets provide a method of hoding the sku away from the she on impact. A hemet shoud have at east a 1-inch cearance between the outer she and the nyon or canvas webbing into which the head fits. The hemet shoud be ined with viny pastic, which is 15 times more shock absorbent than foam rubber. The payer must be abe to hear in a hemet. Discard od hemets

173 Fag/Touch Footba Some peope think touch and fag footba are safe sports because pads and hemets are not normay required. However, what usuay starts as a friendy game often turns into a rough game of tacke. The shouder bock is the ony bock permitted in touch and fag footba. It is done between the waist and shouder with both feet contacting the ground at the moment of contact. To prevent coisions, teams shoud eave a fumbed footba ying on the ground. Neither team shoud be aowed to advance the footba; it shoud beong to the team that ast had possession. When paying footba, wear a mouthpiece to protect your teeth and your tongue. Don t wear chains, rings, and meta wrist bands. If you wear gasses, secure them and make sure the enses are shatter-proof. Gof When paying gof, you shoud wear socks and we-fitted shoes to prevent bisters caused by ong periods of waking and turning. When other payers are hitting, watch their shots to avoid being hit by a ba or cub. You shoud not hit your ba unti the payers ahead of you are we out of range. To keep from damaging your skin from the sun s rays, you may want to wear a protective cap and sun screen. Avoid the gof course during eectrica storms and severe weather. Gof cubs make exceent eectricity conductors. If you get caught on the course, keep away from isoated trees, wire fences, hitops, sma sheds, and sheters in exposed areas. Try to reach thick timber or a depression in the ground or get near a steep ciff. Squash/Handba/Racquetba Most injuries from racquet sports occur when payers do not use the proper eye protection. These injuries incude hemorrhaging of the eye area, cuts, and cornea abrasions. A racquetba traves about 80 mies per hour when hit. Gogges without enses offer itte protection. A sma ba, ike the one you use in racquetba or squash, compresses when you hit it and can penetrate open frames. How can you protect your eyes? Learning how to duck faster isn t the answer. Wearing the proper eye protection whie paying racquetba is not ony safe, it is mandatory. Wear impact-resistant eyewear with either moded poycarbonate wraparound protectors or enses mounted in sturdy frames. This requirement appies to a participants (miitary, famiy members, civiians, and guests) at a times. The peope that issue Navy recreationa equipment shoud provide eye protection with racquetba rackets. In addition, wear a mouthpiece to protect your teeth and tongue. Skateboarding Skateboarding is a sport rapidy growing in popuarity. Unfortunatey, as its popuarity increases, so do mishaps and injuries. Mishaps frequenty occur when skateboarders ack baance and body contro or haven t had enough practice. Severa conditions contribute to skateboard mishaps and injuries: ack of protective equipment, poor board maintenance, and uneven riding surfaces. Fractures are the most common type of injuries for skateboarders. Some deaths have been reported, mosty from peope faing off boards or coiding with cars. When skateboarding, wear protective equipment, such as sip-resistant shoes, hemets, and speciay designed padding. This equipment may not fuy protect skateboardcrs from fractures, but it can reduce the number and severity of cuts and scrapes. Wrist braces and specia skateboarding goves aso hep absorb the impact of a Fa. With protective equipment, you must ook for comfort, design, and function. The equipment shoud not interfere with your movement, vision, or hearing. Roer Skating and In-Line Skating If caught in an eectrica storm, do not deay; seek sheter. Roer skating is an od sport in which a renewed interest has deveoped. In-ine skating is a reativey new and exciting sport. The same injuries and mishaps we taked about earier on skateboarding appy here. The 11-11

174 same types of PPE that appy to skateboarding aso appy to these two sports. Soccer Americans have discovered what Europeans have enjoyed for a ong time the fast-paced game they ca soccer. However, as the popuarity of soccer grows, so do the mishaps and injuries associated with it. Soccer is a rough-and-tumbe game. In addition to scrapes, bruises, and cuts, soccer payers suffer sprains, musce cramps, and broken bones. When paying soccer, wear a knee brace if you need knee support. Wear a mouthpiece to protect your teeth and your tongue. Don t wear chains, rings, and meta wrist bands. If you wear gasses, secure them and make sure the enses are shatter-proof. Tennis Tennis is a comparativey safe sport, except for the possibiity of sprains and overexertion. If you are a tennis payer, avoid overexertion in the hot sun and drink penty of fuids. Wear socks and we-fitted shoes to prevent bisters. Track and Fied Track and fied events are reativey safe athetic activities. Being in good physica condition is extremey important if you are a runner because of the sustained physica exertion on your body. The memory of a wetrained Oympic marathoner barey making it across the finish ine is a grim reminder of the rigors of track. Track officias must give immediate hep to a runner in danger of coapsing at the end of a race. That prevents the runner from faing and getting injured. Waking Waking is an increasingy popuar way to exercise. As the core of an effective fitness program, waking may be just what the doctor ordered. Reguar waking wi normay hep in choestero eves attack. Waking anxiety. Wresting owering your bood pressure and Both may reduce the risk of heart may aso reduce depression and The very nature of wresting constant body contact, sudden fas and movements, and the injury potentia of the various wresting hods makes it a hazardous sport. Quaified eaders must supervise a wresting activities to prevent injury to participants. SAFETY IN THE HOME In 1992, home fataities and serious injuries were significanty ower than in This improvement is partiay because of increased command emphasis on preventing off-duty mishaps, greater safety awareness, and training. You can prevent mishaps, such as chidren s poisoning, awn mower mishaps, and home fires. Most of these mishaps occur because of human error, such as ack of knowedge, inattention or distraction, or intentiona vioation of safety practices. You and your famiy can prevent neary ALL injuries and deaths that occur in the home. It is up to you to take home the safety measures you earn on the job and teach them to the rest of your famiy. Sips and Fas Most home mishaps invove fas. Fas are the third eading cause of death for off-duty Navy personne. Most peope fa on eve surfaces, not from higher paces. The foowing are the most common causes of sips and fas: Sipping on sma scatter rugs. Waking on highy poished or wet foors. Tripping on upturned or torn carpets. Waking on dark stairways. Standing on chairs to extend one s reach Fas may happen because of spied water or grease on kitchen foors. Sippery conditions can exist because of water on bathroom foors. Toys eft on the foor of the iving room and other parts of the house are aso trip hazards. The bathroom is the most common area in the average home where faing mishaps take pace. However, bathtub and shower fas have decreased over the ast 25 years because of anti-sip bath mats, stick-on appique sip-proofing, and manufacturer-appied sip-proofing. Ladders Every home shoud have a adder. If you don t have one, you shoud get one and earn to use it propery. Whether you use a adder to paint a ceiing, to cean out 11-12

175 the gutters, or for any other purpose, take some extra precautions. Most adders sod for househod use are type III ight-duty adders, rated for a maximum oad of 200 pounds (user pus materias). If the adder must carry more weight than that, seect a type II mediumduty adder (up to 225 pounds) or a type I heavy-duty adder (up to 250 pounds). Most manufacturers abe adders with their duty rating or type number. Remember, don t overoad your adder. Hobby Shop Equipment If you have or use a hobby or craft shop, you shoud not aow bench, tabe, or work areas to become cuttered. Periodicay remove excess trim and scrap to proper containers to prevent excessive accumuation. Return toos to their proper pace when you no onger need them. Cean machines and foor areas after use. You must aways wear the correct PPE. Wear snug cothing when operating machinery and equipment. Do not operate equipment whie wearing a necktie or scarf or anything that coud become entanged in the revoving machinery. Do NOT wear goves when working with dris, ripsaws, tabe saws, and so on. Make sure you know the ocation of the power switch. Remove a jewery. Use a brush, not your hands, to remove chips or cuttings. Check dri bits to make sure they are straight and sharp. Make sure you tighten a chucks and camps securey. Stop a equipment when making adjustments. NEVER reach around revoving equipment. You must be carefu of kickback or vioent throwback of the materia you are feeding. Inspect saw bades to make sure they are in good condition and are free of gum or adhered resins. Check a machine safety guards. They shoud be substantia, in pace, and propery aigned. Never operate the equipment without the safety guards, spreader, and anti-kickback fingers in pace and propery adjusted. Set a saw bade to the proper cutting height. Adjust the fence or gauge, and secure it firmy. When using equipment having bades, shut off the power and et the bade stop rotating before ceaning away debris. Never reach over or under the bade whie operating the saw. Hod the stock firmy against the tabe and fence, and feed with even pressure within the capacity of the saw to take the oad. Do not stand directy in ine with stock you are putting through. Note any cicking sound of a band saw, which indicates a cracked bade. Do NOT operate the saw if you hear that sound. Inspect the saw for excessive burning and buidup of gum or resins on the bade of whee surfaces. Use the proper size bade for the work. Do not cut sma radius work on a wide band. Conversey, be sure the bade is as wide as the work wi permit. Do not stop or sow a saw by braking with a piece of wood. Permit natura rundown of the saw. Inspect the condition of the materia. Test for safe depth of cut on a piece of soft, straight stock before proceeding. Eectricity Eectricity has made ife in the home much more comfortabe and housework much easier. However, eectricity is not a bessing without bemishes. Eectricity at home can be either a servant or a kier. It a depends on how you hande it. To keep eectricity in your home your servant, NOT your kier, obey the safety rues for each part of your home. Insta ground faut circuit interrupters (GFCIs) near bathroom and kitchen sinks as we as outdoors. GFCIs are shock-protection devices that detect eectrica fauts to prevent peope from being seriousy injured or kied. They detect eectrica fauts by monitoring circuit eakage to ground. When eakage exceeds 5 miiamps, the GFCI breaks the circuit, thereby preventing an eectric shock. You can easiy insta them in the pace of existing outets, and they are reativey inexpensive. Eectrica appiances or other eectrica items do not normay present a shock hazard to you uness they are defective. How do you reduce shock hazard? You shoud inspect the item before and after use, foow a safety standards, and use ony materias approved by testing aboratories. Even when an eectrica item in your home becomes defective, you can reduce the chance of its becoming a shock hazard to you. You do that by keeping your body from becoming part of the eectrica circuit. A 110-vot house current kis more peope annuay than any other votage. It takes ess eectricity to ki a person than it does to ight a 10-watt ight bub. If you do not maintain the eectrica equipment and systems in your home, they can be a threat to you and your famiy s safety. Fires In 1991, 3,500 Americans died and 21,275 were injured in home fires. That s roughy about 15 peope a day. Most home fires resut from unattended cooking, careess smoking habits, overoaded eectrica circuits, and chidren paying with matches. You and your famiy shoud know in advance what to do in case of fire. Obviousy, you shoud do everything possibe to 11-13

176 prevent a fire in the first pace. The three main precautions you shoud take to hep prevent fires are as foows: 1. Insta fire or smoke detectors. 2. Pan fire escapes. 3. Reduce fire hazards. Most fata home fires occur at night whie peope seep. Smoke usuay precedes measurabe amounts of heat in most cases of fire. Fire produces toxic gases and smoke that actuay numbs the senses. If you are aseep or become disoriented by toxic gases, you may not even reaize there is a fire. You cannot rey on your own senses to detect a fire. So, it is extremey important for you to insta fire or smoke-detectors to sound an aarm. In addition, you and your famiy shoud practice escape dris. Make sure everyone in the famiy knows the phone number of the fire department. There are two types of detectors smoke detectors and fire detectors. Smoke detectors sound an aarm at the first trace of smoke. Heat or fire detectors sound an aarm to warn of an abnormay high temperature in the immediate area of the detector. Detectors can either be battery operated or part of a home s centra wiring system. Be sure to insta a detector on a circuit that you cannot turn off at a wa switch. The Nationa Fire Prevention Association s (NFPA) Standard 74 for househod fire-warning equipment recommends you insta one smoke detector outside each seeping area of your house. You shoud insta additiona detectors on each story of your house. Don t forget the basement and attic, too. Suppement these detectors with additiona detectors around the home, such as in haways, utiity rooms, the dining room, and furnace room. Smoke rises, fiing the highest points in a house, before moving down to the foor. To detect the first traces of smoke, mount the detector high on a wa or on the ceiing. Mount ceiing-mounted fire or smoke detectors at east 4 inches away from any wa. If you mount a detector on a wa, aow 4 to 12 inches from the ceiing. In a room with a high-pitched ceiing, mount the detector on or near the highest point of the ceiing. DO NOT insta fire or smoke detectors near windows, doors, or air registers where drafts coud affect their sensitivity. Chidren More chidren die each injuries than from chidhood year from preventabe diseases. Accidents are kiing our chidren at an aarming rate. Mishaps are the eading cause of death for chidren aged 1 to 14 years. The Department of Defense (DOD) takes part in a nationa campaign to safeguard our chidren. The Nationa Safe Kids Campaign began in 1988 to eiminate mishaps to chidren through parenta education and improvement of nationa safety codes and standards. To provide a baanced program covering a facets of chidren s safety, the campaign focuses each year on a different high-risk area. BURNS AND SCALDS. The number of chidren burned and scaded is aarmingy high. Many chidren under age 14 are treated in emergency rooms after being scaded by food; tap water; and hot iquids, such as grease. Most of these scads occur in the kitchen. Keep a pots and pans out of chidren s reach. Keep hot substances away from the edges of tabes and counters. Hot tap water can easiy scad chidren, especiay in the bathtub. Aways supervise your chidren in and around water. To prevent tap water scads, stay with your chidren whie they are taking a bath. You shoud check the temperature of bath water before bathing your chid. (Hot water heaters shoud not be set higher than 120 degrees.) Keep danging enticements, such as a coffee pot cord or the drape of a tabe coth, away from chidren. POISONING AND CHOKING. Every 30 seconds a chid is poisoned in this country. A botte of kitchen ceanser is harmess when aduts use it to cean areas of the house. However, put that same botte of kitchen ceanser into the hands of a curious chid and you have a deady situation. Chidren cannot protect themseves from accidenta poisoning. You can, however, prevent accidenta poisonings in your home. Some causes of chidren s accidenta poisonings are medicines, househod chemicas, ceaning products, make up, and pants; medicines cause most of the poisonings. Keep such common househod items out of sight and reach of chidren. OFF-DUTY MISHAP INVESTIGATION AND REPORTING The commanding officer is responsibe for seeking ways and means of controing and preventing injuries. That incudes both on- and off-duty activities. Whether personne are injured on the job or at home, their injuries can have an impact on mission readiness. Mishap prevention aso extends to off-duty activities

177 Mishaps in the category of home, sports, and recreation rank second ony to privatey owned motor vehice accidents as a major cause of accidenta injury. Sports and recreationa injuries cost the Navy miions of doars each year and resut in a oss of countess man-years of work. In addition, these injuries resut in impaired combat effectiveness because of the oss of skied personne some temporariy disabed and others permanenty handicapped. In sports mishaps invoving the category of supervisory deficiencies, the major factor is inadequate instruction. That shows the need for sound coaching and officiating of athetic contests. Is the intent of athetic contests to deveop the body and a competitive spirit or just to win? You can effectivey reduce injuries in sports and recreation by foowing these principes: Use proven administrative contros Effectivey ead and supervise Provide and maintain adequate faciities Propery condition participants equipment and You can prevent mishaps at home and in sports and recreation by identifying, isoating, eiminating, or controing hazards. You shoud guard against those hazards you cannot eiminate. Finay, avoid creating new hazards. Refer to OPNAVINST C, Mishap Investigation and Reporting, for a ist of the requirements for investigation and reporting of mishaps ashore. You must report any fataity or injury that occurs on government property, whether it invoves civiian personne, miitary personne, or miitary dependents. Additionay, report fataities or injuries that occur in conjunction with command-sponsored events off government property. Afoat, mishaps are reported based on OPNAVINST B, Afoat Mishap Investigation and Reporting, In genera, an injury is reportabe if the injured person oses at east 5 working days because of that injury. A fataities are reportabe. These reports are sent to the Nava Safety Center within 30 days of the mishap. SUMMARY In this chapter, we addressed the Navy Recreation, Athetics, and Home Safety Program. We examined the various types of persona protective equipment (PPE) individuas must wear when taking part in various sporting, athetic, and home activities. We discussed the various training Navy personne must receive. We addressed various recreationa safety contros commands and supervisors must foow. We discussed safety precautions for various recreation and athetic activities, incuding water sports. We covered various home hazards and safety precautions. Finay, we examined the reporting and investigating requirements for recreation and sports mishaps

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179 APPENDIX I REFERENCES USED TO DEVELOP THE TRAMAN NOTE: Athough the foowing references were current when this TRAMAN was pubished, their continued currency cannot be assured. Therefore, you need to ensure that you are studying the atest revision. Chapter 1 Afoat Mishap Investigation and Reporting, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Department of the Navy Poicy for Safety, Mishap Prevention and Occupationa Heath Programs, SECNAVINST G, Secretary of the Navy, Washington, D.C., Environmenta and Natura Resources Program Manua, OPNAVINST A, Chief of Nava Operations, Washington, D.C., Issuance of Navy Traffic Safety Program, OPNAVINST F, Chief of Nava Operations, Washington, D.C., Mishap Investigation and Reporting, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Nava Aviation Safety Program, OPNAVINST Q, Chief of Nava Operations, Washington, D.C., NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, Commander, Nava Safety Center, Norfok, Va., Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Navy Recreation, Athetics, and Home Safety Program, OPNAVINST A, Chief of Nava Operations, Washington, D.C., Navy Safety and Occupationa Heath Program, OPNAVINST G, Chief of Nava Operations, Washington, D.C., Standard Organization and Reguations of the U.S. Navy, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Chapter 2 NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, Commander, Nava Safety Center, Norfok, Va., Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C, Chief of Nava Operations, Washington, D. C., AI-1

180 Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Standard Organization and Reguations of the U.S. Navy, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Chapter 3 Mishap Investigating and Reporting, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Chapter 4 Afoat Mishap Investigation and Reporting, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Afoat Mishap Investigation Handbook, NAVSAFECEN 5102/30, Commander, Nava Safety Center, Norfok, Va., Mishap Investigation and Reporting, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Nava Aviation Safety Program, OPNAVINST Q, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua y OPNAVINST C, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat,OPNAVINST B, Chief of Nava Operations, Washington, D.C., Chapter 5 Hazardous Materia Contro and Management (HMC&M), OPNAVINST , Chief of Nava Operations, Washington, D.C., Manua of Nava Preventive Medicine, NAVMED P , Chapter 3, Ventiation and Therma Stress Ashore and Afoat, Nava Medica Command, Washington, D.C., Nava Ships Technica Manua (NSTM), Chapter 635, Therma, Fire, and Acoustic Instaation, S9086-VH-STM-010, Commander Nava Sea Systems Command, Washington, D.C., Nava Ships Technica Manua (NSTM), Chapter 670, Stowage, Handing, and Disposa of Hazardous Genera Use Consumabes, S9086-WK-STM-006, Commander, Nava Sea Systems Command, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C, Chief of Nava Operations, Washington, D.C., AI-2

181 Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Shipboard Heat Stress Contro and Personne Protection, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Chapter 6 Afoat Mishap Investigation and Reporting, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Department of the Navy Poicy for Safety, Mishap Prevention and Occupationa Heath Programs, SECNAVINST G, Secretary of the Navy, Washington, D.C., Mishap Investigation and Reporting, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Nava Aviation Safety Program, OPNAVINST Q, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Navy Safety and Occupationa Heath Program, OPNAVINST G, Chief of Nava Operations, Washington, D.C., Chapter 7 Afoat Mishap Investigation and Reporting, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Joint Feet Quaity Assurance (QA) Program, CINCLANTFLTINST/ CINCPACFLTINST B, Commander, Nava Surface Force, Norfok, Va./San Diego, Ca., Manua of the Judge Advocate Genera, JAG Instruction C, Office of the Judge Advocate Genera, Aexandria, Va., Mishap Investigation and Reporting, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Mishap Investigation, Reporting, and Recordkeeping, DOD Instruction , Department of Defense, Washington, D.C., NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, Commander, Nava Safety Center, Norfok, Va., Navy Occupationa Safety and Heath (NAVOSH) Navy Training Pan (NTP), NTP S B, Chief of Nava Operations, Washington, D.C., Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., AI-3

182 Standard Organization and Reguations of the U.S. Navy, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Chapter 8 Aviation Maintenance Ratings Fundamentas, NAVEDTRA 12010, Nava Education and Training program Management Support Activity, Pensacoa, Fa., Aviation Maintenance Ratings Supervisor, NAVEDTRA 12011, Nava Education and Training Program Management Support Activity, Pensacoa, Fa., NAVAIROSH Requirements for the Shore Estabishment, NAVAIR A1-NAOSH- SAF-000/P , Commander, Nava Air Systems Command, Washington, D.C., Nava Air Systems Command Suppement to the Navy Occupationa Safety and Heath (NAVOSH) Program Manua, NAVAIRINST A, Commander, Nava Air Systems Command, Washington, D.C., Nava Aviation Safety Program, OPNAVINST Q, Chief of Nava Operations, Washington, D.C., The Nava Aviation Maintenance Program (NAMP), Voume 1, OPNAVINST E, Chief of Nava Operations, Washington, D.C., Nava Safety Center Aviation Safety Review Checkist, NAVSAFECEN 3750 P, Commander, Nava Safety Center, Norfok, Va., Chapter 9 Afoat Mishap Investigation and Reporting, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Ammunition Afoat, NAVSEA OP 4, Commander, Nava Sea Systems Command, Washington, D.C., Ammunition and Exposives Ashore, Safety Reguations for Handing, Storing, Production, Renovation, and Shipping, Voume 1, NAVSEA OP 5, Commander, Nava Sea Systems Command, Washington, D.C., Mishap Investigation and Reporting, OPNAVINST C, Chief of Nava Operations, Washington, D.C., Nava Airborne Weapons Maintenance Program (NAWMP), OPNAVINST A, Chief of Nava Operations, Washington, D.C., Non-Nuceor Ordnance and Exposives Handing Quaification and Certification Program, NAVSEAINST A, Commander, Nava Sea Systems Command, Washington, D.C., Transportation and Storage Data for Ammunition, Exposives and Reated Hazardous Materias, SW020-AC-SAF-010, Commander, Nava Sea Systems Command, Washington, D.C., United States Navy Ordnance Safety Precautions, NAVSEA OP 3347, Commander, Nava Sea Systems Command, Washington, D.C., AI-4

183 U.S. Navy Exposives Safety Poicies, Requirements, and Procedures (Department of the Navy Exposives Safety Poicy Manua), OPNAVINST C, Chief of Nava Operations, Washington, D.C., Chapter 10 Issuance of Navy Traffic Safety Program, OPNAVINST F, Chief of Nava Operations, Washington, D.C., Chapter 11 Administration of Navy Sports Programs, BUPERSINST , Chief of Nava Personne, Washington, D.C., Cote, Arthur E., Fire Protection Handbook, Nationa Fire Protection Association, Quincy, Mass., Craighead, Frank C., Jr., and John J. Craighead, How To Survive on Land and Sea, 4th ed., Nava Institute Press, Annapois, Md., NAVOSH Training Guide for Forces Afoat, NAVEDTRA 10074, Commander, Nava Safety Center, Norfok, Va., Navy Occupationa Safety and Heath (NAVOSH) Program Manua for Forces Afoat, OPNAVINST B, Chief of Nava Operations, Washington, D.C., Navy Recreation, Athetics, and Home Safety Program, OPNAVINST A, Chief of Nava Operations, Washington, D.C., AI-5

184

185 INDEX A Afoat mishaps, See aso Mishap Afoat Safety Program, 7-1 eements, 7-1 evauation, 7-7 goas, 7-1 organization 7-2 training, 7-4 Aircraft mishaps, 8-4. See aso Mishap Aircraft safety, shipboard, 8-13 foreign object damage, 8-13 ine and fight deck safety precautions, 8-13 Asbestos Contro Program, 5-15 Athetic activities, safety for, 11-9 baseba and softba, 11-9 basketba, boxing, footba, gof, handba, racquetba, roer skating and in-ine skating, skateboarding, soccer, squash, tennis, track and fied, waking, wresting, Aviation, nava, 8-1 aircraft mishap investigations, 8-7 hazard report and mishap investigation report endorsements, 8-8 hazard reports, 8-3 Aviation, nava Continued mishap and hazard recommendation tracking program (MISTRAC), 8-9 mishap investigation reports, 8-8 mishap reports, 8-6 mishaps, 8-4 pre-mishap pans, 8-6 safety, 8-1 safety program, 8-1 Aviation safety program, command, 8-10 B eements of the, 8-12 functions of the, 8-11 responsibiities, 8-10 Baseba and softba, 11-9 Basketba, Bicycing, 11-8 Boating, 11-6 Boxing, Burns and scads, C Conventiona ordnance deficiency, 9-10 D action required foowing a, 9-12 events reportabe as a, 9-11 exceptions, 9-11 report format, 9-10 Deficiencies abatement of, 3-15 conventiona ordnance, 9-11 dris to identify, 8-6 eectric shock resuting from, 6-9 INDEX-1

186 Deficiencies Continued E Enisted 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 ist, 7-7 master-at-arms (MAA) force responsibiity for correction of, 7-7 NAVOSH notice of, 3-14 oxygen, 6-10, 7-12 recorded in instaation hazard abatement pan, 3-15 reporting, 6-7, 7-7, risk associated with, 3-13 safety, 6-7 training, 3-4 ventiation system, 5-5 Eectrica Safety program, 5-22 Exposives handing, 9-1 certification procedure, 9-8 fire-watch responsibiities during, 9-7 improper, 9-3 persona protective equipment, 9-5 precautions, 9-4 prohibited artices in areas of, 9-6 quaification eves, 9-8 quaification procedures, 9-8 reportabe as a conventiona ordnance deficiency, 9-10 review boards, 9-1 supervision of, 9-3 training in, 9-2 training of subordinates in, 9-4 Exposives mishaps definitions and terms associated with, 9-10 investigation and reporting procedures for, 9-2, 9-10, 9-12 investigation and reporting responsibiities for, 9-12 post-mishap actions, 9-12 preventing, 9-3 report, 6-10 reportabe, 6-9, 7-12, 9-10 Exposives safety, 9-1 F Footba, G Gas Free Engineering Program, 5-23 H Hazard abatement, 3-13 abatement pans, 3-15, 3-16 awareness deveopment, 3-16 contro, 3-6 identification, 3-7 interim correction of a, 3-16 mishap probabiity, 3-13 NAVOSH deficiency notice of a, 3-14 prevention, 3-6 report, 3-8, 8-3 reporting, 3-7, 8-3 risk assessment code, 3-13 severity, 3-13 Hazardous Materia/Hazardous Waste Program, 5-9 Hazardous Materias Information Systems (HMIS), 5-10 Hearing Conservation program, 5-7 Heat Stress Contro and Prevention Program, 5-5 INDEX-2

187 Home, safety in the, chidren, eectricity, fires, hobby shop equipment, adders, sips and fas, I Ice and snow sports, 11-9 Industria hygiene survey, 5-3, 6-6 terminoogy, 5-3 Injury cassifications, 8-6 Investigative procedures, 4-7 L Lead Contro Program, 5-16 M Materia Safety Data Sheets (MSDS), 5-10 Medica Surveiance Program, 5-24 Mishap afoat, 7-10, aircraft, 8-4 anayzing a, 4-15 categories, 7-11, 8-4 causes, 3-1 definition of an afoat, 7-11 definition of an aircraft, 8-4 hazard report endorsements, 8-8 injury cassifications, 8-6 investigation, 7-11, 8-7 investigation board, 4-2, 7-12, 8-7 investigation report, 7-11, 8-8 Mishap Continued investigation report endorsements, 8-8 investigator training, 4-6 off-ship, 7-12 pre-mishap pans formuated for a, 4-4, 8-6 prevention, 3-5, 8-1,9-3 prevention and hazard awareness training, 7-4 probabiity, 3-13 reportabe, 7-11 reporting, 7-10, 8-6 reporting procedures, 7-11 reports, 7-11, 8-6 severity casses, 8-5 Mishap and Hazard Recommendation Tracking Program (MISTRAC), 8-9 Mishap causes, 3-1 administrative and supervisory factors, 3-5 acoho, 3-2 behaviora factors, 3-3 drug abuse, 3-2 environmenta conditions, 3-5 ergonomics, 3-2 extreme temperatures, 3-3 fatigue, 3-3 human error, 3-2 interpersona reationships, 3-4 ack of training and experience, 3-4 maintenance and support factors, 3-4 materia faiures or mafunctions, 3-5 menta factors, 3-3 motion sickness, 3-3 noise, 3-3 physica impairments, 3-2 temporary physica inesses, 3-2 vibration, 3-3 visua acuity, 3-3 INDEX-3

188 Mishap investigation and reporting off duty, board, 4-2,7-12 fundaamentas, 4-1 kits, 4-6 pre-mishap pans for conducting a, 4-4, 8-6 privieged information, 4-2 procedures, 4-7,7-11 report, 8-8 report endorsements, 8-8 responsibiities, 4-2 testimonia immunity, 4-4 words and definitions associated with a, 4-2 Motorcyces, 10-7 N Nava Aviation Safety Program, 8-1 Nava Exposives Safety Program, 9-1 eements, 9-2 organization and genera responsibiities, 9-2 purpose, 9-1 Nava Safety Center other pubications pubished by, 1-9 periodicas pubished by, 1-7 responsibiities, 1-6 safety surveys, 7-8 Navy Occupationa Safety and Heath (NAVOSH) Inspection Program, 6-7 Navy Occupationa Safety and Heath (NAVOSH) program, 5.1 background of, 5-1 eements of, 5-1 fundamentas of, 5-1 scope of, 5-2 Navy Occupationa Safety and Heath (NAVOSH) programs that address specific hazards, 5-5 Asbestos Contro Program, 5-15 Eectrica Safety Program, 5-22 Gas Free Engineering Program, 5-23 Hazardous Materia/Hazardous Waste Program, 5-9 Hazardous Materias Information System (HMIS), 5-10 Hearing Conservation Program, 5-7 Heat Stress Contro and Prevention Program, 5-5 Lead Contro Program, 5-16 Medica Surveiance 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 O appicabiity, 10-1 appicabiity to pedestrians, 10-4 enforcement, 10-1 requirements for chid safety seats, 10-3 requirements for driver education, 10-4 requirements for motorcyce operators, 10-7 requirements for safety bets, 10-2 restrictions on acoho use, 10-4 restrictions on portabe headphones use, 10-4 Off-duty mishap investigation and reporting, Ordnance, 9-1 P deficiencies, 9-10 mishap prevention, 9-3 Persona protective cothing and equipment, 5-20, 9-5, 11-2 Poisoning and choking, INDEX-4

189 Pre-mishap pan, 4-4, 8-6 Privieged information, 4-2,7-12 R Racquetba, Radiation Protection Program, 5-17 Recreation, Athetics, and Home Safety Program, 11-1 faciities evauation and inspections, 11-2 persona protective equipment requirements, 11-2 recreationa activities safety, 11-3 recreationa safety contros, 11-3 training, 11-2 Recreationa activities, safety for, 11-3 bicycing, 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 occupationa heath management principes, 2-7 chain of command, 1-9 exposives, 9-1 for athetic activities, 11-9 for recreationa activities, 11-3 in the home, Safety Continued in today s modern Navy, 1-3 of shipboard aircraft, 8-13 periodicas, 1-7 phiosophy, 2-1 poicy, 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, Athetics, and Home, 11-1 promotion and attitudes, 2-1 responsibiities for the oca, 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 Testimonia immunity, 4-4 Traffic safety, 10-1 W Water skiing, 11-7 Witness statement, 4-2 Witnesses, advice to, 4-5 Workpace monitoring pan, 6-6 INDEX-5

190

191

192