Assessments the Cornerstone of Risk Management

INAUGURAL ISSUE I MARCH 2017

ASSESSMENTS THE CORNERSTONE OF RISK MANAGEMENT

A CHANGE IN ASSESSMENT FOCUS ON STRATEGY TOOLS ASSESSMENTS page 6 page 12 page 16 INAUGURAL ISSUE I MARCH 2017 I VOL. 1., NO.1 THE NAVY'S RISK AND RESOURCE MANAGEMENT MAGAZINE 360°SAFE is published quarterly online by the Naval Safety Center. The editorial content of this magazine is edited and approved by the Naval Safety Center Public Affairs Office. Contents and opinions expressed are not necessarily the official views of the U.S. Government, the Depart- ment of Defense or the U.S. Navy and do not imply endorsement thereof. Unless otherwise noted, photos and artwork are for illustrative purposes only. Reference to commercial products or links to non-DoD resources do HTTP://SAFETY.NAVYLIVE.DODLIVE.MIL not imply Department of the Navy endorsement. Unless otherwise stated, PUBLISHED BY THE NAVAL SAFETY CENTER material in this publication may be reprinted without permission; please 375 A ST., NORFOLK, VA 23511 credit the magazine and author.

COMMANDER CONTRIBUTE RDML Christopher J. Murray Email [email protected] for submission guidelines. We reserve the right to edit all submissions for clarity, applicability and length. DEPUTY COMMANDER Col Matthew Mowery, USMC SUBSCRIBE 360°SAFE is distributed to safety offices, command safety officers, safety COMMAND MASTER CHIEF and health professionals, and individual subscribers via electronic mail and CMDCM(SW/AW/IW) James Stuart website download. The magazine is available as a PDF self-print format DIRECTOR, AVIATION SAFETY PROGRAMS and available for download on your desktop or mobile device for free. To CAPT John Sipes manage your subscription, call us at (757) 444-3520, ext. 7870; email us at [email protected]. DIRECTOR, AFLOAT SAFETY PROGRAMS CDR Jerry Lee Bennett ISSN 2167-244X CONTACT US DIRECTOR, SHORE SAFETY PROGRAMS Jonathan Wilson Commander, Naval Safety Center ATTN: 360°SAFE DIRECTOR, OPERATIONAL RISK MANAGEMENT/ 375 A St. EXPEDITIONARY WARFARE Norfolk, VA 23511 Don Ciesielski Telephone: (757) 444-3520, ext. 7870 (DSN 564) DEPARTMENT HEAD, MEDIA AND PUBLIC AFFAIRS Maggie Menzies Email: [email protected]

EDITORIAL STAFF EDITORIAL BOARD

MANAGING EDITOR AVIATION SAFETY PROGRAMS Evelyn Odango CAPT Billy Murphy GySgt Ernesto DelGadillo EDITORS Edward Thompson Nika Glover Michael J. Morris SHORE SAFETY PROGRAMS Brad Loftis ART AND GRAPHICS Steve Geiger Allan Amen John W. Williams AFLOAT SAFETY PROGRAMS CDR J. Lee Bennett STRATEGIC PLANNING AND SOCIAL MEDIA Ron Keim Leslie Tomaino ORM/EXPEDITIONARY WARFARE SAFETY PROGRAMS WEBMASTER CWO4 William "Toby" Turner Darlene Savage LT Mark Nagorniuk

LESSONS LEARNED DIVISION Ashley Edwards Kevin Conroy

CONNECT www.facebook.com/navalsafetycenter www.youtube.com/user/navalsafetycenter WITH US www.twitter.com/NSC_Updates www.dvidshub.net/unit/NSC

2 360°SAFE Inaugural Issue March 2017 360°SAFE MAGAZINE CONTENTS INAUGURAL ISSUE MARCH 2017

FEATURES ASSESSMENT 18 Expert assessment TOOLS: People Safety specialists take a close look at traffic and recreation and resources are programs to ensure compliance and success key elements for identifying hazards 20 Workplace inspections as mishap deterrents and controlling Frequently changing workplace conditions or high-risk risks. operations warrant more periodic checks

22 Predict and prevent ABOUT THE PHOTO: During an Aviation assessment teams continually seek opportunities to afloat operational safety assessment, predict and prevent potential mishaps members of the Naval Safety Cen- ter team provide a comprehensive 24 Our experts at your service look at alll operations and ancillary Safety experts with more than 300 years Navy experience carry support of every ship they visit. (U.S. out our mission of saving lives and reducing mishaps Navy photo by Visual Information Specialist Allan Amen)

http://safety.navylive.dodlive.mil 1 360°SAFE MAGAZINE CONTENTS INAUGURAL ISSUE MARCH 2017

IN THIS ISSUE

3 We have moved! A message from the editorial staff about our digital content

6 A change in strategy for delivering our message A message from Commander, Naval Safety Center

8 BLUF I Bottom Line Up Front Statistics, numbers, analysis, and trends

11 Collaborating for safety and health Ergonomic power tools for DoD and government communities

14 Preventable losses hurt our Navy family An urgent need to face our greatest challenge: traffic mishaps

16 A simple measure to detect hazards 11 Self-assessments help catch small discrepancies early on

ACCESS NOW We want to help you explore 360°SAFE digital magazine's content. Look for this icon on pages throughout the magazine.

ON THE WEB 14 Your browser will open to display a web page where you can access magazine articles and other content.

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NEXT ISSUE 16 The next quarterly issue will focus on operational risk management. Contact [email protected] for the editorial calendar.

2 360°SAFE Inaugural Issue March 2017 We have moved! We have gone digital. While this is bittersweet for those of us in the Media group, we plan to continue bringing you in-depth articles and relevant mishap- prevention information. By now, most of you have received the final printed copies of Approach, MECH, Decisions, and Sea Compass. We understand the value of a printed format in certain aspects of your job, but we also know you understand our effort to reduce cost. We are increasing our presence on the web so you can still read your favorite stories – whenever and wherever you want. Our transition from print to digital is a work in progress and we appreciate your patience. We will leverage electronic and social media to give you quicker access to each current issue, printable articles and past issues. Our digital magazines are available on http://safety.navylive.dodlive.mil. You can also find current and archived issues on our website:www.public. navy.mil/NAVSAFECEN/Pages/media/mag_index.aspx. Email us your feedback and questions to [email protected]. We thank you for understanding. — The Editorial Staff

http://safety.navylive.dodlive.mil 3 ASSESSMENTS

We, the Naval Safety Center analysts and safety professionals, have a panoramic view of the fleet many don't fully appreciate. We're involved in all Class A investigations. We see mishap results up close and personal. We talk with survivors. We talk with deck plate Sailors, Marines and civilians.

We see the conditions under which they work; the equipment, processes and procedures they use; how and what they are taught; how they're manned and how they communicate.

We see plenty of room for improvement.

4 360°SAFE Inaugural Issue March 2017 ASSESSMENTS

RISK MANAGEMENT IMPLEMENTATION SITUATIONAL AWARENESS STANDARDIZATION SAFETY CULTURE

http://safety.navylive.dodlive.mil 5 A change in strategy for delivering our safety message

For more than three decades, the media our Sailors, Marines and civilians continue to keep safety communications industry has been changing at the core of their risk-management efforts. As we move with the times. through this process, I want to make sure our magazines Information sharing has dramatically evolved from and other multimedia products continue to be the outlet daily newspapers, slick magazines and desktop personal for our communication efforts and your forum of choice computers to portable laptops with wireless internet for sharing lessons learned. capabilities. Today, data is synonymous with smart mobile Starting with the inaugural issue of 360°SAFE, the devices that communicate via cloud. This change influ- media team at the Naval Safety Center will produce three ences the way we do business and creates an opportunity online magazines that will focus on safety assessments, to embrace new technologies that will help the Navy operational risk management, and reporting and high- improve its safety culture. velocity learning. For more than six decades, the Naval Our newest magazine, 360°SAFE, will bring you Safety Center has worked side-by-side with big Navy to safety information, risk-management resources and help build safety awareness, increase training and educa- mishap analysis summaries exclusively online begin- tion resources, and contribute to a safer way of life for ning this spring. Approach and Sea & Shore community Sailors, Marines and civilians. Our work is not done. magazines have also transitioned from print to digital. My In 2015, Naval Safety Center analysts took an opera- staff and I are confident that we can take advantage of tional pause to evaluate the oversight services we provide electronic and social media to reach our most influential to our customers. After a critical assessment, we decided readers: the electronically savvy safety officers and safety to switch from traditional checklist-driven safety surveys professionals who are instrumental in reducing risky that measured compliance with instructions and proce- behaviors and promoting risk management. dures to a more comprehensive safety assessment process This change is of great significance, giving us the that examines the overall risk management culture of platform to quickly address the Fleet’s needs and require- organizations. To achieve the best results, we will collabo- ments. Fast access to information and resources will help rate with the Board of Inspection and Survey, and Fleet

6 360°SAFE Inaugural Issue March 2017 COMMANDER'S MESSAGE

Since its early beginnings, the Naval Safety Center has published magazines that reach every community in the fleet.

1951 The Naval Aviation Safety Activity was established in Norfolk, Virginia.

... the Naval Safety Center 1955 The command was renamed Naval Aviation has worked side-by-side Safety Center. “There I was ... “ aviation stories were told in the aviation safety review, The Approach. It with big Navy to help build was later renamed Approach and published as a full- color magazine. safety awareness, increase 1961 Mech was published as a safety manual training and education to address safety-related issues in the aviation resources, and contribute maintenance community. It was later redesigned as a magazine featuring photos and illustrations. to a safer way of life for 1968 Afloat safety programs was added to the Safety Sailors, Marines and Center’s core mission.

civilians. Our work is not 1969 Fathom magazine was published to provide done. safety information to surface ships and submarines. 1974 The Navy Lifeline safety and occupational health journal was published. It was renamed Safetyline in 1985 and was published as a hazard awareness report.

1995 Ashore replaced Safetyline to provide lessons learned and off-duty stories as well as high- oversight organizations as well as key stakeholders to risk training and occupational safety and health refine the process and assessment criteria. Read the initial information. articles in this issue written by our analysts and subject- 2005 Sea & Shore replaced Ashore and Fathom. matter experts to see the big picture. I applaud the men and women who have worked 1999 Ground Warrior magazine was published diligently to create products and resources that help our in support of the new Marine Corps ground safety program. The magazine ceased circulation in the Navy improve its safety performance. The Safety Center early 2000s. In response to the increasing needs team continues to work together to address high-impact of the fleet and to leverage technology, the Safety targets including human error, hazards and mishaps. Center launched its website the same year. Our media products have helped shape an effec- 2010 Naval Safety Center launched its social media tive risk-management approach for our workforce, and network to reach a wider audience and share up-to- we must continue to be innovative in order to achieve the-minute safety information. the desired outcomes. Mishaps are a huge drain on our 2011-2016 Decisions and Sea Compass magazines resources and a significant decrement to readiness. Use were published in support of a new marketing every resource we offer you – 360°SAFE or other products strategy to reach captured audiences in ground and – to minimize risk and improve your way of life. operational communities as well as afloat, submarine and diving.

2017 and beyond Sea & Shore was reintroduced as the new digital format for Decisions and Sea Compass. Our digital magazines integrate safety promotion strategies and reach all audiences where they read, watch, browse, and listen – whenever and wherever they are. RDML Christopher J. Murray Read your favorite magazine: Commander, Naval Safety Center

http://safety.navylive.dodlive.mil 7 BLUF BOTTOM LINE UP FRONT

FY 2017 NAVY MISHAPS AND DEATHS FY 2017 MARINE MISHAPS AND DEATHS

NAVY AND MARINE CORPS, FY12-16 NAVY AND MARINE CORPS, FY12-16

NOTE: Only military personnel killed in Marine mishaps are inlcuded in fatality totals. ON THE WEB: CLASS A MISHAP STATISTICS Naval Safety Center data as of March 29, 2017

"Leadership is key, but everyone is responsible for HUMAN using safety best practices,wearing prescribed protective 85%ERROR gear, and reporting We are finding that human error is a significant discrepancies they contributing factor in mishaps. witness."

DICK BROOKS, former Naval Safety Center Commander, in his message during the 2003-2005 mishap reduction campaign, SECDEF's challenge to reduce preventable mishaps by 50 percent.

8 360°SAFE Inaugural Issue March 2017 The Culture ON THE ROAD of Safety A few times in a year, safety teams HUMAN ERROR AND CHALLENGES break out of the headquarters to visit DO YOU RIG EQUIPMENT, DEFEAT INTERLOCKS various aviation, afloat and shore OR DON'T FOLLOW PROCEDURES? HAVE ANY OF THESE ACTIONS RESULTED IN MISHAPS? commands (and subordinates) to assess day-to-day safety practices of all personnel. The team's mission is to ARE YOU RELUCTANT TO SAY evaluate routine high-risk evolutions "NO" TO REQUESTS? WHEN ASSIGNED A TASK, DO YOU and planning at all levels throughout NOT ONLY DO IT IMMEDIATELY the entire organization. BECAUSE YOU DON'T WANT TO BE THE ONE WHO TAKES THE At times, subject-matter experts may LONGEST TO DO IT? provide seminars that address fleet mishap trends, causal factors, risk- mitigation and mishap-prevention TODAY, WE ARE WORKING MORE WITH LESS. strategies. LESS MANPOWER LESS RESOURCES UNFORTUNATELY, IN SOME CASES, Number of aviation squadrons, commands and subordinate commands LESS TRAINING 101 visited in fiscal year 2016. AND SUPERVISION

Number of ships, submarines and dive We've always said that our lockers assessed in fiscal year 2016. "can-do" attitude is 81 one of our biggest challenges. However, in some cases, we EDUCATING AND INFORMING THE FLEET confuse a "can-do" attitude with an ego During these assessments, our teams problem. collect information, analyze data, and return it to the fleet in various forms.

 WEB: 27,000 users per month TAKE A LOOK AT THIS GRAPH AND SEE HOW YOU MEASURE UP.

 MAGAZINES: 9,000+ distribution SAFETY IS HOW WE DO BUSINESS AROUND HERE GENERATIVE  MESSAGES: Mishap and hazard reports, WE WORK ON THE PROBLEMS safety messages, eBLAST newsletter, "How Goes THAT WE STILL FIND PROACTIVE It" statistical rates and trends, mishap summaries

WE HAVE SYSTEMS IN PLACE TO  FACE-TO-FACE: Leadership briefs, fleet MANAGE ALL HAZARDS CALCULATIVE safety meetings, safety symposia

SAFETY IS IMPORTANT. WE DO A LOT  ORM IMMERSION: Practical application EVERY TIME WE HAVE AN ACCIDENT REACTIVE workshops on 200 ships, 98 aviation commands, 320 shore activities WHO CARES AS LONG AS WE'RE NOT CAUGHT PATHOLOGICAL

Source: Naval Safety Center data, FY 2016 Source: Naval Safety Center mishap reduction briefings, 2003-2005

http://safety.navylive.dodlive.mil 9 10 360°SAFE Inaugural Issue March 2017 Collaborating for safety and health From the Naval Safety Center Liaison Office

 POWER TOOLS life-span as well as greater productiv- ity and efficiency are among these Ergonomic, lower- benefits. GSA’s website outlines the vibration tools program details. offered to the DoD This collaboration has also and government involved liaison with the National communities Institute of Occupational Safety and Health, DoD and industry part- ners through the SAE International EG1-B1 Aerospace Standards Com- The Department of Defense/ mittee. The result of this partner- Industry Working Group and ship has been the development of the General Services Admin- Aerospace Standard AS6228, "Safety istration (GSA), Heartland Requirements for Procurement, Main- Acquisition Center, have been tenance and Use of Hand-Held Pow- working together to ensure a wide ered Tools.” This standard provides variety of ergonomic, lower-vibration information on the evaluation, selec- tools are offered to the Defense tion criteria, weighting of essential Department and government com- factors and matrices for the purpose munities. of tool selection. The AS6228 has a These professional agencies have wide range of potential users from chosen to focus initially, on lower the end user through acquisition and vibration due of the health risks asso- contracting personnel. ciated with hand-arm vibration. One For those seeking to extend this such risk is hand-arm vibration syn- type of approach to other areas, a drome, commonly known as HAVS, presentation on obtaining best avail- and previously known as Raynaud able products through the federal syndrome, is a potentially-irreversible supply system will be given at the disease associated with prolonged Joint Safety and Environmental Pro- and intense exposure to vibration. fessional Development Symposium in Tools developed to reduce April. Additional information is also vibration often bring other desirable available at the Naval Safety Center’s performance properties. Longer tool website.

QUICKLINKS General Services Administration CONTACTS www.gsa.gov/portal/content/120150 Naval Safety Center Liaison Office Naval Safety Center Acquisition Safety [email protected] www.public.navy.mil/NAVSAFECEN/Pages/acquisition/index.aspx General Services Administration - 6Q1QSBACB [email protected]

http://safety.navylive.dodlive.mil 11 ASSESSMENT TOOLS KEY ELEMENTS FOR IDENTIFYING HAZARDS AND CONTROLLING RISK

The self-assessment process is a detailed evaluation of the safety programs and mission-specific risks and hazards that will directly affect the safety of the command. Whether it is an administrative office, a ship, an aviation squadron or a maintenance facility, each command must conduct a thorough self-assessment to identify strengths, weaknesses, and opportunities for mishap reduction. Listed below are four keys for conducting effective self-assessments:

Leadership Command Directed Mission Specific

Promoting change requires com- While external inspections and Each command has tasks, opera- mitment from leaders and par- surveys may be useful tools for tions, and missions that create ticipation from employees. Both this process, the self-assessment specific risks and hazards for per- parties play a vital role in creating, should be conducted internally to sonnel and equipment. They also implementing, and maintaining a evaluate the safety programs appli- have specific processes and moni- successful safety program. Seam- cable to the command. Using tools toring techniques, which are used less integration of safety man- and resources available, staff can to control and manage the risks agement policies and principles, define organizational performance and hazards. By tracking leading strategic objectives, informed deci- measurements and use data indicators of effective risk control, sions, and an engaged workforce analysis and trending to enhance such as consistent use of certain promote a safety climate for sus- operational readiness and mission checklists or speed of hazard tainment in the long term. Effective success. abatement and thoroughly inves- two-way communication between tigating and reporting mishaps management and the workforce is (trailing indicator), commands will the key to overcoming challenges be able to develop techniques and and providing incentives and strategies to minimize and reduce opportunities for personnel while future risks. fostering an ownership mindset throughout the organization.

12 360°SAFE Inaugural Issue March 2017 Naval Safety Center photos by John W. Williams efforts, successesandchallenges. short-term and/orlong-term safety tool totrack,manage,anddisplay or improvementplanisanother command performance.Anaction monitored regularlytohelpdrive to allpersonneland communicated mand supported,andeffectively tives mustbequantifiable,com outcome. Thesegoalsandobjec process towardsustainabilityand tors; activityorprogress;andthe ate leadingandlaggingindica should beestablishedtoevalu improve theseprograms.Metrics planned goalsandobjectivesto importantly, thedevelopmentof current safetyprogramsand,more ment willbeanevaluationofthe The outcomeoftheself-assess Oriented Goal Click heretorequestacultureworkshop. - - - - - http://www.public.navy.mil/NAVSAFECEN/Pages/aviation/assess_culture.aspx Shore. Afloat. Aviation. assessments istopreventinjuries,equipmentdamageanddeaths. tify andcorrectdiscrepanciesonyourshiporcommand.Thepurposeofthese Safety Centerassessmentteamstakethistimetoworkwithyourcrewiden Safety assessmentsarenotinspections;rather, theyaretrainingopportunities. How torequestanassessment nance information. 444-3520, ext.7811foraircraftoperationsand7812aviationmainte an annualbasis. tional healthinspectionprogramensuresthatallworkplaces areinspectedon effectiveness ofaccidentpreventionefforts.Anaggressivesafety andoccupa evaluations areorientedtowardtheidentificationofhazards or measuringthe of-the-ordinary plannedactivity. Inallcases,inspections,assessments, and Safety assessmentsmaybetheresultofanunusualoccurrence oranout- ing hazardsandcontrollingriskprovideasafehealthful workplace. Safety assessmentsandevaluationsareimportanttoolsineffectivelyidentify [email protected], orcall(757)444-3520,ext.7842. Survey. involve somesafety-related itemsaredonebytheBoardofInspectionand your [email protected]. Formal inspectionsthat afloat safetypointsofcontact.IfyouhavequestionsaboutourAOSAs,ask assessments (AOSAs).We alsosendmessagestwiceamonthtoourlistof commands, detailingtheproceduresforrequestingafloatoperationalsafety

accomplishment. They alsoidentifycommandstrengths. Usingtheworkshop findings, unit leaders canbetterfocus onthoseareas requiring riskassessmentandcontrols. The ultimate goal isoperationalexcellenceandthedevelopment ofpositive behaviors that members. The workshops identifypotentialhazards thatmightinterfere withmission culture. This snapshot isdeveloped by trainedfacilitatorswhocarefully listentounit MORE ABOUT ASSESSMENTS ABOUT WEB: THE MORE ON CULTURE WORKSHOPS To inquireaboutassistvisitsforshorecommands,emailsafe-

TheNavalSafetyCentersendsnavalmessagestotheappropriate To scheduleanassessmentorifyouhavequestions,call(757)

give commandingofficersasnapshot oftheirunit’s http://safety.navylive.dodlive.mil contribute towarfighthingsuccess. - - - - 13 Preventable losses hurt our Navy family In his 2016 end-of-year safety message to the fleet, Naval Safety Center top leader RDML Christopher J. Murray, addressed the urgency of paying attention to the Navy’s greatest challenge: traffic-related deaths.

Fiscal year 2016 saw a nearly 100 percent keep those who need the class from getting a spot. increase in fatal automobile mishaps compared to FY Navy Region Southwest and Hawaii have 25 percent 2015. We are also still losing Sailors to motorcycle no-show rates, Naval District Washington and Navy crashes. Many of these losses could have been pre- Region Mid-Atlantic have 23 percent no-shows, Navy vented. Leadership engagement and using proven Region Southwest has a 21 percent rate, and Navy controls to lower risk are the keys to ensuring our Region Northwest has a relatively low but still improv- Sailors are successful in combating this challenge. able rate of 13 percent no shows for classes. The best Too many Sailors are not wearing seat belts, in way to get to 100 percent compliance is through a spite of the fact that it is a requirement whenever they strong motorcycle safety program with a motorcycle are a driver or passenger in a motor vehicle. In 22 safety representative (MSR) who ensures all motor- percent of fatal crashes during the last five years, Sail- cycle riders are identified, enrolled in, and complete ors were not wearing their seat belts. Many of those all required initial and refresher training. MSRs Sailors would be alive today if they had been. should aggressively check motorcycle rider licensing, Distracted driving is another issue that plagues training compliance, and participation in mentor- our force and our nation. Distraction includes texting, ship programs. This collateral duty is one of the most eating, and technology use. According to the National important safety positions in the fleet and good MSRs Highway Traffic Safety Administration (NHTSA), 1 in deserve our thanks and recognition for their efforts. 10 fatalities nationwide involves some type of distrac- During long holiday [weekends and summer] tion. Fourteen states currently ban all mobile phone breaks, many of our shipmates will hit the roads. use while driving, as well as all naval installations. Encourage the use of the online travel risk planning Gas prices are falling again, and according to system tool, available at https://trips.safety.army. NHTSA, that has resulted in an 8 percent increase mil/. Not only does this tool help Sailors recognize in traffic fatalities attributed to an increase in miles the hazards inherent in their planned travel, it also driven. However, despite low gas prices, a signifi- gets frontline supervisors involved in a mentorship cant portion of our force rides motorcycles. Quality role which helps solidify our safety culture. motorcycle training saves lives, but training compli- Incorporate basic risk management into discus- ance across the Navy is just 77 percent for both sport sions during quarters or command safety briefs. Talk bike and non-sport bike riders. Training no-shows for about the risks associated with speed, fatigue, and the Basic Rider Course and Advanced Rider Courses alcohol use.  are prevalent at 23 percent across the Navy, and they Source: ALSAFE 012/16, “Rise in PMV4 Mishaps FY15 - FY16"

CAPT Lawrence Scruggs, chief of staff for Joint Base Pearl Harbor-Hickam, right, leads Sailors in a sign-waving campaign along Lehua Avenue to encourage drivers to slow down along a school zone. The sign-waving event with local residents and the Hono- lulu Police Department communicates the importance of safe driving and the need to obey speed limits near Lehua Elementary School. (U.S. Navy photo by Mass Communication Specialist 2nd Class Mark Logico)

14 360°SAFE Inaugural Issue March 2017 http://safety.navylive.dodlive.mil 15 A simple measure to DETECT hazards Compiled by the 360°SAFE Staff

Seven years ago, the Department of the Navy released via an all-Navy message the safety vision for 2009 and beyond. In the message, Navy commands were required to complete an annual self-assessment of their safety program. Com- mands conducting regular workplace inspections not only help their operations run smoothly, but also allow them to catch small discrepancies that could lead to a larger problem.

As outlined in the safety vision message,  Employ new technology and the latest the self-assessment facilitiates continuous management tools to facilitate individual and unit improvement in safety performance by man- safety awareness and ownership. aging hazards, mitigating risks and imple-  Aggressively and transparently communi- menting actions to reduce mishaps. cate safety successes, share hazard awareness The following specific guidance further and share near-miss lessons learned. outlines the vision for all commands:  Enable safety performance by develop-  Integrate safety into all on- and off-duty ing and maintaining a workforce of talented and activities, work processes, and weapon system skilled safety personnel, both military and civilian, designs to enhance mission readiness, capability, that supports the seamless integration of safety and accomplishment. into all work processes, products, and operations.  Imbed safety culture into the total force The guidance further outlines each com- (military, civilians, and contractors), with account- mand’s responsibilities for sharing informa- ability and involvement at all levels, through the tion at each command/unit level through the adoption of a Safety Management System. chain of command and beyond the top five  Facilitate continuous improvement in areas of concern, program deficiencies, and safety performance by managing hazards, mitigat- weaknesses, successes and roadblocks to suc- ing risk, and implementing actions to reduce mis- cessful mishap-prevention efforts. haps, through the use of annual safety program Command safety self-assessments are self-assessments. essential to continuous improvement in  Maintain effective safety monitoring and hazard identification, risk mitigation and performance measuring systems that support ultimately mishap reduction. Maximizing the senior leadership and unit-specific metrics, data effectiveness of the self-assessment process U.S. Navy photo by Mass Communication Specialist 3rd Class Joshua Samoluk analysis for root causes and development of miti- requires the participation of personnel at all gation strategies. levels in the organization including senior

16 360°SAFE Inaugural Issue March 2017 leadership, process owners, and deck-plate as they are the individuals who have the operators, as well as the safety staff or base greatest influence on resource allocation and REFERENCES operating services safety provider. A thorough have the authority to make high-level risk- A simple measure to NAVADMIN 048/10: “Navy assessment requires in-depth reviews of not management decisions and to direct correc- Implementation and Oversight only safety programs, but also the operations, tive actions. Plan for the Department of the Naval Safety Vision and processes, operating procedures and environ- The ultimate goal of the self-assessment Secretary of Defense Mishap hazards ments with the potential to cause personal is to identify and prioritize deficiencies, Reduction Goals”

Compiled by the 360°SAFE Staff injury, materiel damage or mission failure. develop corrective actions, establish timelines Safety Self-Assessment Guide Top level management must be involved and track completion. 

ON THE WEB: NAVY SELF-ASSESSMENT REPORTING http://www.public.navy.mil/NAVSAFECEN/Pages/OSH/nsar-index.aspx

Recognize Problems Communicate Intent Institute Solutions

Aviation Ordnanceman 1st Class Jason Luthge, assigned to amphibious assault ship USS America (LHA 6), directs fork-lift traffic across the flight deck during an ammunition on-load.

http://safety.navylive.dodlive.mil 17  TRAFFIC-RELATED MISHAPS The chance of being involved in a traffic mishap is the biggest challenge we face each day Expert assessment Safety specialists take a close look at traffic and recreation programs to ensure compliance and command-level success

By Bonnie Revell

Safety program assessments and and recreational off-duty safety (RODS) por- self-assessments are required per tion. They will provide guidance, direction, the Navy Safety and Occupational feedback and helpful tips in making your Health Program manual. However, program a success. they should not be regarded as just another Some interesting items and common task or inspection that must be completed. discrepancies we have noted over the years of When Naval Safety Center teams assess a conducting assessments include: command, they are there to help, not to • Improper or non-existent passdown criticize the command and write scathing from one safety petty officer to the reviews. These assessments are for your ben- next (e.g., standard operating pro-

REFERENCES efit to assist in improving the safety program. cedures, instruction binders, lessons learned, etc.) Navy Safety and Occupational Health Program Manual (OP- Command Assessments • Motorcycle safety representatives not NAVINST 5100.23) Safety subject-matter experts (SMEs) using the Enterprise Safety Applica- from the Safety Center will come to your tions Management System (ESAMS) command when our records indicate your to track motorcycle riders and manage command is due for an assessment or by their commands’ motorcycle safety request from your command. When the program. assessment team arrives they will review all • No documentation of traffic safety of your safety programs to include the traffic training for personnel under the age of 26.

18 360°SAFE Inaugural Issue March 2017 FOCUS ON TRAFFIC AND RECREATION ASSESSMENTS

• Many commands do not have a recre- • Ensure RODS and seasonal off-duty ational off-duty program established. safety briefing are available and pro- This includes identifying personnel vided to all personnel prior to federal who participate in high-risk activities. holidays, extended weekends, foreign port visits, and when returning from Once the assessment is completed you deployment. can contact any Safety Center assessment • Identify all motorcycle riders at com- team member if you have any questions or mand and ensure they are registered you need further guidance. into ESAMS. • Ensure command has an established Self-Assessments motorcycle mentorship program to Self-assessments are another critical part promote rider education, safety, and of the equation and are an effective tool in training. identifying hazards and controlling risk. Self- • Identify personnel who engage in assessments are required every year accord- high-risk activities and ensure they ing to the manual, but may be conducted receive safety briefings prior to partici- weekly, monthly, or quarterly, based on the pation in those activities. Ms. Revell has been a safety professional for more than 25 type of organization, potential hazardous • Safety program assessments and self- years. She works in the Shore activities or at the direction of the command- assessments are designed to help you Safety Programs Directorate at the Naval Safety Center, ing officer. The safety officer conducts these identify and correct hazardous condi- where she serves as a traffic assessments. tions before they become mishaps. and recreation off-duty safety specialist. Some examples of items to assess: They are for your safety. 

http://safety.navylive.dodlive.mil 19 U.S. Navy photo by Mass Communication Specialist 3rd Class Stephanie Smith Workplace inspections as mishap deterrents

By Joseph Perfetto

Workplace inspections are one of conditions, procedures, and practices that, the principal means of detecting if allowed to continue, could lead to mis- hazards and unsafe behaviors that haps. Especially targeted hazards might be may develop in a workplace over scheduled, such as wearing safety glasses time. Supervisors and employees should one month and then using machine guards always be on the lookout for hazards and the next. Your installation safety office and unsafe behaviors; but there are occasions preventive medicine activity are another Chief Machinist’s Mate Rob Lammerding (left) and where they may overlook hazards due to resource that can help conduct these critical Hull Maintenance Techni- complacency. inspections. Although workplace inspections cian Fireman Thomas Timmons review message Workplace inspections help to ensure are usually scheduled once annually, what blanks during a command hazards are identified and corrected before a happens during the remaining 364 days of assessment of readiness and training (CART) II and mishap occurs. An inspection may be con- the year? Employees are the eyes and ears of an inspections drill aboard ducted by a safety and health professional, the deckplates and are a key extension for a the aircraft carrier USS collateral duty safety officer, supervisor, command safety office in ensuring respon- George Washington (CVN 73) to ensure the ship is higher level of command or through base sibility for one’s own, as well as safety and mission ready. operating services. Inspections may reveal health of others.

20 360°SAFE Inaugural Issue March 2017 FOCUS ON OCCUPATIONAL SAFETY AND HEALTH ASSESSMENTS

During workplace inspections, check- that are generally identi- lists are sometimes used. Line items from fied such as electrical (e.g., A basis of a good safety inspection will: the Code of Federal Regulations, National daisy chains, excessive use of  Detect missing equipment guards, Fire Protection Agency, American National extensions cords, overloaded poor housekeeping, inadequate Standards Institute and other agencies regu- junction boxes). These items maintenance of tools, or other unsafe lations may be utilized. The Naval Safety should be identified by the conditions or equipment that might Center occupational safety and health web employees and supervisors cause mishaps. page offers downloadable comprehensive in routine inspections and  Detect shortcuts or other unsafe checklists. The Safety Center checklist and assessments. actions by personnel such as operating other checklists are not (and should not be) Formal inspections equipment without authority or at unsafe considered complete. Checklists are designed should focus on items not speeds, unsafe handling of materials, to give a basic of what to look for. Anything routinely inspected or and using improper personal protective that is considered out of the ordinary or just assessed. While performing equipment. does not seem right should be immediately formal inspections/assess-  Encourage employees to inspect their reported to the safety officer for further ment, non-routine items own work areas and practices. investigation and evaluation. Prior to using such as ergonomics (work a checklist, the individual using it should be benches, desks), fall protec- These can be accomplished by properly trained. tion (equipment) inspections, supervisors or employees. respiratory protection (equip- Inspection Frequency ment) inspections, confined Inspections and assessments of opera- space entry equipment should be inspected. tions, practices and facilities are required Does the command have a recent industrial annually, or more often if necessary. Inspec- hygiene survey? Do the employees know tion frequency may be daily, weekly, monthly where the survey is located? Do the employ- or quarterly based on the type of organization ees know how to read it? Is the survey being and potential hazardous activities and condi- adhered too? tions. Frequently changing workplace condi- What Can You Do? tions or high-risk operations warrant more With all the established inspections periodic checks to ensure safe performance. and assessments, why does safety still get Inspection procedures will emphasize use of bypassed? This is an unfortunate and recur- By Joseph Perfetto observation, interviews, operational reviews, ring occurrence. Is someone bypassing a work performance testing, and similar techniques center safety requirement no matter what it designed to detect high risk of both unsafe is? Sadly, the answer is yes; and it probably acts and conditions at the earliest possible happens every day. time. Does taking a short cut or bypassing a Most concerns during formal inspections safety regulation always cause a fatality or or assessments is complacency and ignorance injury? No, it does not. Are some safety rules of the standards. Be on the lookout during a pain? You bet they are. However, these inspections for statements such as, “that has rules and regulations are required and are been like that for a while,” or “that has been here for your protection. written up X number of times and is never Most rules are written in blood. Someone fixed.” These obviously indicate issues that has been seriously injured or killed requiring Mr. Perfetto works in the Shore Safety Programs Di- need to be addressed. the establishment of most rules, procedures rectorate at the Naval Safety and standards. Obey and follow the rules and Center, where he serves as a safety and occupational Routinely Identified Items standards. Also, if you see something wrong health specialist. During formal annual inspections and say something. The life you save could be assessments there are some deficiencies your own. 

http://safety.navylive.dodlive.mil 21 Predict and prevent

Safety Center teams continually seek opportunities to predict and prevent potential mishaps

By CAPT Billy Murphy

Who doesn’t enjoy a good inspection? Last- second running around to update program binders that haven’t been referenced in years; vision statements, policies, and designation letters finally signed by the commanding officer just 10 short months after the change of command; the pleasant aroma of nervous sweat as division officers wait their turn to be told every mistake Airman Fumblefingers made while an angry-looking master chief looks over his shoulder. Ahh, the sunny disposition of deck plate leaders who know that this is just the first in a series of redundant inspections. The best part? When the inspection is over, the squadron can finally go back to doing things the way they’ve always been done … until the next inspection.

22 360°SAFE Inaugural Issue March 2017 FOCUS ON AVIATION ASSESSMENTS

Who doesn’t enjoy inspections? The Naval Safety So what have we observed during assessments? Center, that’s who! In 2015, the Safety Center switched (Glad you asked.) We’ve found that many barriers to safe from conducting safety surveys (everyone knew “survey” mission accomplishment are outside of squadron con- was just a sneaky way of saying inspection), to safety trol: manning, training, and equipment challenges have assessments. become so pervasive that junior Sailors and Marines often It may seem like a simple change in semantics, but don’t ask for help since they know there’s no point in there truly is a difference between an inspection and an raising concerns when everybody knows there’s no money assessment. An inspection digs into program binders and to address the issue. It makes leadership proud to see documentation to determine whether or not a squadron is our Sailors and Marines finding resourceful ways a way adhering to rules and regulations. An assessment is more to get the job done; however, it’s disappointing that they focused on observing how you implement those programs are often ill-equipped to get the job done properly and on and whether or not your procedures facilitate or hinder time. mission accomplishment. Aviation safety assessors spend a lot of time simply observing how a squadron executes its daily operations. To quote the great Yogi Berra, “You A pilot assigned to HSC-22 preflights one of the squad- can observe a lot by watching.” ron's MH-60Ss for flight. (U.S. Navy photo by Visual Infor- mation Specialist John W. Williams)

http://safety.navylive.dodlive.mil 23 The observed work-around solutions are common: Besides, who joined the Navy to sit at a desk all day? longer work hours, executing fewer flights, completing Stretch your legs every once in a while and take a walk to tasks without proper training, and/or unintended utili- the hangar bay or flight line! zation of equipment. These solutions frequently create Assessments also provide an opportunity to interact unrecognized hazards. Aviation assessment teams bring with the fleet. Best practices are captured and shared with these hazards to the attention of commanding officers and other squadrons, on-the-spot training can be conducted, their immediate superior in command (ISIC), enabling hazards are discovered which are shared with sister them to solicit and provide the proper manning, training, squadrons and even with other communities. After an and equipment or consciously accept the associated risks. assessment trip, the team members return to their roles Aviation assessment teams share these fleetwide concerns as safety analysts and disseminate the lessons learned, with the Commander, Naval Safety Center, enabling him benefiting squadrons that were not lucky enough to be to give a powerful voice to these shortcomings at the flag included in the assessment. and, at times, the congressional level. In 2016, the Safety Center continued to refine the Some barriers to safe mission accomplishment assessment process, providing a more comprehensive are within the squadron’s control, however. The most report for commanding officers and their ISICs. This common problems are procedural non-compliance and improved the delivery of actionable recommendations to improper supervision. At almost every squadron, assess- mitigate hazards and issues facing the fleet. Squadron ment teams observe the following: Sailors and Marines personnel are often pleasantly surprised that we would completing maintenance without referencing Interactive rather hear about their barriers to mission accomplish- Electronic Technical Manuals (IETMs), collateral duty ment than critique their program binders. In contrast to an inspection, going back to doing things the way they’ve THESE ASSESSMENTS, COMBINED always been done after the assessment is less likely, because the actionable items provided to the squadron WITH MISHAP AND HAZARD and ISIC are aimed at equipping squadrons with the tools REPORTING, INFORM THE SAFETY and resources required to get the mission done right. CENTER’S DAILY ANALYSIS ACTIVITIES. In FY 2016, our aviation assessment teams conducted 87 fleet squadron safety assessments throughout 2016 AVIATION ASSESSMENTS the Navy and Marine Corps and our facilities assessment 87 FLEET SQUADRONS team (who concentrates on airfield support operations) assessed 14 installations. These assessments, combined 2016 FACILITIES ASSESSMENTS with mishap and hazard reporting, inform the Safety Cen- 14 INSTALLATIONS ter’s daily analysis activities. The Naval Safety Center continually seeks opportunities to get left of the bang; to predict and prevent potential inspectors (CDIs) performing the maintenance they are mishaps. Our country relies upon supposed to be inspecting, and khaki leadership at their the Navy to always be ready to computers bogged down with administrative duties. fight and win. That task is infi- We’ve discovered a simple means to fix these universal nitely harder if we have broken issues – better supervisory presence. It turns out that personnel, broken aviators, or our wrench-turners tend to actually use IETMs when broken aircraft. By getting left khaki leadership is watching. CDIs resist the urge to do of the bang, it allows our Sailors a job themselves when chiefs and officers are personally and Marines to preserve assets engaged. While there is no cure for every administrative and save lives, so that they are CAPT Murphy is the head task, there are far fewer required reports when Sailors ready to accomplish the mission of the aircraft division in the  Aviation Safety Programs aren’t getting injured and aircraft aren’t getting damaged. when called upon. Directorate at the Naval Safety Center.

24 360°SAFE Inaugural Issue March 2017 ON THE WEB: OPERATIONAL RISK MANAGEMENT http://www.public.navy.mil/NAVSAFECEN/Pages/ORM-EXW/index.aspx Our experts at your service

Safety Center subject-matter experts who collectively have over 300 years of Navy experience work hard to carry out our mission of saving lives and reducing or eliminating damage to our resources and Sailors.

By CDR Jason Eaton, USN

I have one of the most rewarding two different customers: the Chief of Naval jobs in the Navy. I get to help Sail- Operations (CNO) and the commanding offi- ors stay safe. As the surface ship division cer of each afloat unit. Through the CNO (our head, I am fortunate to work with a team of primary customer), we also have access to the around 15 outstanding military and civilian fleet commanders. Our responsibility to the subject-matter experts who collectively have CNO is to identify safety issues in the fleet over 300 years of Navy experience. that could prevent ships and Sailors from This team works hard to carry out the meeting their mission requirements. Hence, Naval Safety Center’s mission of saving every piece of equipment on a ship matters to lives and reducing or eliminating damage us, and every Sailor is an irreplaceable asset to our resources and Sailors. The team truly to be guarded. comes into its own whenever we have the We monitor the Web Enabled Safety opportunity to get out in the fleet to conduct System (WESS) for trends and issues that an afloat operational safety assessment, or are being revealed by the hazard and mishap AOSA. When our team comes aboard your reports submitted to the Safety Center from ship to conduct an AOSA, we are bringing the fleet. We review every major mishap and all the tools at our disposal to specifically help draft recommendations for improve- help you improve your ship’s ability to keep ments. We interact with the engineers, naval making the work environment safer, and not architects, and planners who are building, just to make another list of discrepancies for maintaining and modernizing the fleet. We your Sailors to fix. talk to the Board of Inspections and Survey as We travel worldwide to visit almost every well as fleet oversight organizations including ship in the active fleet every three years, in all type commanders, afloat training groups and of their homeports and sometimes even out the immediate superiors in command to cap- at sea. The team sees many good things, and ture their inputs and observations. All of this many bad things—but mostly we see good gets distilled into good, actionable informa- Sailors working hard to get the job done. tion that we use to make the fleet safer—the This opportunity has been given to us to try results of which we try to share with every to help Sailors to not just accomplish their Sailor in the fleet. own missions, but to accomplish all missions Our second customer is the commanding effectively—and safely. officer (CO) of each of our afloat units, and The Safety Center team and I work for through him or her, the Sailors under their

26 360°SAFE Inaugural Issue March 2017 FOCUS ON AFLOAT ASSESSMENTS

Our experts at your service U.S. Navy photo by Visual Information Specialist John W. Williams Information Specialist John W. U.S. Navy photo by Visual

http://safety.navylive.dodlive.mil 27 The Good The Bad Some examples of good and bad items we have noted gave us indications of the assessed unit’s safety culture:  All ventilation low-flow alarms and Parasense monitors were operational, although not all were fully in compliance with planned maintenance system.  Ladders and lifeline deficiencies were quickly corrected or mitigated during the assessment.  All major equipment appeared operational, and no significant work-arounds were noted. The ship was doing maintenance, just not always in accordance with all requirements. The crew remained focused on meeting mission, and not just getting equipment running in the short term.  The ship’s safety team conducted an internal assessment of safety administration prior to the assessment, and developed a plan of action and milestones for identified discrepancies.A significant amount of the materiel and administrative discrepancies or deficiencies discovered during the assessment were self-identified by ships force prior to the assessment.

 Live ammunition was left in place (although concealed by a cover) on an unloaded but unat- tended machine gun mount.  Sailors were working topside in an area not enclosed by lifelines without either permission or safety harnesses. When challenged, they stated that they never use them for maintenance.  Sailors were painting from a lift equipment without the required hard hats. When challenged, they acquired the proper gear. Later, the same Sailors were noted working over the water in the lift while wearing incorrectly donned life jackets and had to be challenged again.  A breaker was tagged out improperly (tag on wrong breaker), but it was not caught either by the second check or a later audit.  Significant numbers of electrical or electronic equipment lacked current electrical safety checks or were checked in accordance with incorrect periodicities.  Hazardous discrepancies were identified and documented by the ship, but without any attempt to mitigate the hazard until it could be corrected.  Leadership was observed walking past Sailors going up or down ladders carrying excessive gear and/or not holding onto handrails.  A significant number of Sailors were not wearing hearing protection in the vicinity of grinding.  The ship was not executing quarterly zone inspections.  Respirators were being stored by work centers, and not returned at the end of the day to the respiratory protection manager.  Hazardous material or excessive amounts of consumable items were improperly stored throughout the ship.

28 360°SAFE Inaugural Issue March 2017 FOCUS ON AFLOAT ASSESSMENTS

command. While our responsibility to that the deckplates while interacting with the CO is in many ways similar to our responsibil- crew and assessing their gear. To paraphrase ity to the CNO, it is in other ways exceedingly Supreme Court Justice Potter Stewart, we different. When the assessment team goes to may not be able to say explicitly what all the a ship to help the CO, we do not go there just pertinent elements of the safety culture for a to look at lifelines and safety placards—we specific ship are, but we know them when we go there with the intent of helping the CO see them. understand how well the ship is incorporating The assessors’ primary purpose when safety into operations and maintenance while going onboard a ship is to act as an outside accomplishing its missions. An AOSA is not set of eyes for the CO. Every CO has a pic- an inspection, for there is no way the team ture of what they believe the safety culture can (or would) assign a pass or fail grade to of their ship is; before we depart the ship we an assessment. While we certainly do look will present the CO with observations that at things such as adherence to safety regula- they can use to either substantiate or chal- tions, operational procedures, and the status lenge this picture. Hopefully our observations of safety equipment, we are really doing so as will reinforce what the CO already believes, a means of gaining insight into a ship’s safety but there are times when our culture. observations will challenge When the assessment team is onboard a those beliefs. AFLOAT ASSESSMENT CHECKLISTS ship, we have no way to unerringly determine The two most important the true state of a unit’s safety culture. What tools we bring when we visit  The team’s single most valuable tool. we do is not the same as reading a gauge— a ship are our experience  The most effective way to pass on there is no specific scale or criteria for us and our checklists. We do lessons learned. to make a judgment upon. The scientific safety as our job, not just as literature has developed some "discrimina- a part of it. The team is not  Refined and updated for well over 30 tion tests" that can serve as useful guides for distracted by other tasks and years. leaders, but we simply do not have enough requirements when we are  Continuously validated for currency insight on the unit to be able to use those aboard; we are just there to and accuracy. tools effectively in the short period of time look at safety. we are aboard. Using the discrimination tests While our primary task is If it is in the checklists, it is there for a good reason. requires observing a unit over time, while gaining insight into the ship’s we are observing the unit for at most a day safety culture, we will find or two as they execute a very busy schedule. discrepancies while we are While the CO and immediate superior in com- looking for those insights. That is part of our mand are in a good position to use those tests job, and we are good at it. We find discrepan- effectively, we simply do not have the ability cies on every ship, and the list is pages long to observe enough evolutions or behaviors after every assessment. Bear in mind we do over time to make unerring judgments. a lot of assessments and have gotten pretty Similarly, since we board each ship at good at spotting issues, and we have our different points in their training or deploy- checklists to focus our efforts. ment schedule, we do not have a good way Occasionally we find something new, of comparing one ship against another. What but the vast majority of the discrepancies we are very good at is providing to a CO a are things we have seen before. Checklists list of observations of areas or events where are the team’s single most valuable tool, and the ship may be experiencing safety culture the most effective way to pass on lessons challenges, and those insights are based learned from the analysis of the safety data upon what my team and I have observed on and the deckplates. If it is in the checklists,

http://safety.navylive.dodlive.mil 29 We’re here to help… Really. it is there for a good reason. It should come While we are executing our checklists, as no surprise that most of the items in the we are walking around the ship and observ- checklists are not new. These checklists have ing. If we come across an ongoing opera- been refined and updated for well over 30 tion or evolution, we stop and watch it. Our years, which is as far back as the collective observations on things such as procedural memory of my team goes. We continuously compliance, incorporation of operational validate them and update them to ensure risk management and time critical risk that they are as current and useful as we can management, whether Sailors are wearing make them. their personal protective When the team steps aboard, the intent equipment, or how well Two things are important is to get through as much of the checklists as the Sailor’s on the ship to keep in mind about our we can. This provides several things that will look out for each other discrepancy lists: the list will be useful to both the ship and our team. At as they move around the never be all-inclusive, we its most basic level, the assessment will give ship all build the picture can’t find everything wrong the ship a specific list of items that must be that we provide to the CO corrected to comply with Navy standards and before we leave. in a few hours; and the list is safety regulations. The picture we pres- more about giving the ship’s Two things are important to keep in mind ent will be based upon leadership an idea on how about our discrepancy lists: the list will never the references in our well they are self-assessing be all-inclusive, we can’t find everything checklist. Everything we than it is about creating wrong in a few hours; and the list is more write into our reports another list of things to fix. about giving the ship’s leadership an idea has a reference to back on how well they are self-assessing than it is it up, or it will not make about creating another list of things to fix. it into our report. The ship will receive the Hopefully, most discrepancies will be list of discrepancies, and we’ll also point out known items that already have plans in place the items which we believe are relevant to to correct. We annotate this whenever we the unit’s safety culture. As the team leaves a find it, for it is a positive indicator for safety ship, we leave having learned things for both culture—just as we will if a discrepancy gets of our customers—the CNO and the CO. We fixed before we leave. Ultimately, each of have identified safety issues for correction, these discrepancies is a great opportunity for enabling us to monitor for fleet-wide trends. my team to interact with the crew. Whenever We leave the ship’s leadership with a list of possible, we ask questions to find out what discrepancies to be corrected. This list is not Sailors know about the issue, and what they just to help get the ship into compliance, but have done about it. If they knew about it, also to compare to what the ship had already what kept them from acting upon it? Were identified in order to validate self-assessment there any obstacles to correction that we can capability. We trained Sailors, assessed the highlight for the command? Did they feel knowledge level onboard, and gave the CO a their part was done once they reported it up snapshot of safety culture indications we saw the chain, never having mitigated the hazard to compare to his or her own observations. until it could be properly corrected? Every Most importantly, we hope we have helped one of the discrepancies we find and the prepare the ship to keep making itself safer CDR Eaton is the head of answers we receive helps to build a snapshot for the future, to carry it through until our the surface ship division in of the ship’s safety culture that we can later next visit in three years. the Afloat Safety Programs Directorate at the Naval provide to the CO. After all, we’re here to help … Really.  Safety Center.

30 360°SAFE Inaugural Issue March 2017 HOW TO REQUEST AN AFLOAT ASSESSMENT

Contact the Naval Safety Center Afloat Safety Programs Directorate at (757) 444- 3520, ext. 7831 (DSN 564) no later than 30 days before deployment. Include your desired dates and a point of contact.

1. Safety assessments are not inspections; rather, they are training opportunities. Safety surveyors take this time to work with your ship’s crew to identify and correct discrepancies on your ship. The purpose of these surveys is to prevent injuries, equipment damage and deaths.

2. Because assessments are not inspections, we do not assign grades or relative standings, nor do we require follow-up reports. The senior assessor simply provides each ship with an informal written report of the most significant findings and recommendations. Only the commanding officer receives the list of major discrepancies.

3. The assessment takes one to two days, depending on the type of ship.

4. Exemptions include ships that are within 90 days of decommissioning, those that are within three months post-INSURV, and those in overhaul, selected restricted availability or major intermediate maintenance availability.

5. The governing instruction, Navy Safety and Occupational Health Program Manual for Forces Afloat (OPNAVINST 5100.19E), recommends an assessment for every surface ship every three years.

6. Assessors recommend a shipwide safety standdown during the visit. Scheduling a day or half-day standdown the same day as the assessment gives you the greatest return. http://safety.navylive.dodlive.mil 31