Saturday, December 14, 2013

Why Aren't You Talking to Your Shipmates About Sexual Assault

Original Post by Christopher Lagan: December 03, 2013
 

WARNING: This blog post contains explicit language, which may include profanity, references to violence, sexual assault, drug and/or alcohol abuse, and graphic depictions of violent or sexual behavior, which readers may find offensive or disturbing. Reader discretion is advised.

http://allhands.coastguard.dodlive.mil/2013/10/21/personnel-feedback-helps-sapr-program-continue-to-improve/sapricon/

Written by Cmdr. Chris O'Neil, Public Affairs Officer, Sexual Assault Prevention and Response Military Campaign Office.

We have all received the message: Create a culture intolerant of sexual assault and eliminate sexual assault from our Coast Guard. We've read SITREPs, ALCOASTs and other blog posts. We participated in unit events during sexual assault awareness month. We've completed mandatory training and some 4,500 Coast Guardsmen have also completed the Coast Guard's award-winning Sexual Assault Prevention and Response Workshop. We've seen media coverage about sexual assault in the military and have listened to Congressional debate over the military justice system's handling of sexual assault. Despite all this communication, we know, as an organization, we still aren't having the kind of discussions and open dialogue that will result in change.

There are many reasons why we don't openly and routinely talk about sexual assault in the military. Societal norms make us uncomfortable when discussing human sexuality and organizational culture makes us uncomfortable when talking about the crimes committed by those in our ranks. The generational, occupational and rank differences within our workforce pose potential barriers to effective communication.

Another obstacle we must overcome is the lack of awareness, or acceptance, that the crime of sexual assault is committed by Coast Guardsmen, against Coast Guardsmen. It's a concept that can be difficult to grasp if you and the people around you adhere to our core values and work in an environment where shipmates are respected as they should be. Your perception is your reality. We need to develop a shared perception, a common understanding of the breadth and severity of sexual assault in the military, what's being done about it and what each of us needs to do.

This blog post, and those that will follow in a series, is a means by which we can begin to shape our shared perception, our shared understanding of the severity of the problem, a shared reality of what must be done to eliminate this behavior from our midst. This blog post is written to directly, frankly, and intrusively inform its readers of the breadth and scope of sexual assault in the Coast Guard – your Coast Guard, our Coast Guard, America's Coast Guard. The survivors of the assaults detailed in the series were contacted prior to publication.

The cases summarized in this series are real, are ugly, and are tragic. The only greater tragedy is if we fail to talk about them, if we fail to learn from them, if we as a Service fail to change.

Our series begins with the two case summaries. The facts are derived directly from records of trial by court-martial, approved by a military judge. These events all happened in your Coast Guard.

A high-endurance cutter's crew was enjoying a foreign port call. A female non-rate in the deck department aboard the cutter joined many other crewmembers, including a married petty officer for whom she worked, at an all inclusive resort. Staying in separate rooms, neither with a roommate, both the petty officer and the underage non-rate drank excessively throughout the day and night, but did not socialize together.

The non-rate consumed tequila in the morning and, by about 5 p.m., experienced an alcohol-induced blackout, remembering only certain parts of the evening.

Meanwhile, another shipmate of the petty officer noted that he was very drunk and advised him to return to his room, advice the petty officer declined to heed. At some later point in the evening, he and the non-rate's paths crossed, and he took her back to his hotel room.

One of his shipmates noticed the petty officer and non-rate walking into the room together but did not intervene, despite knowing the petty officer was married.

The non-rate could not remember how she got to the room and she did not remember consenting to any sexual activity. She said she awoke from her blackout while she was in the petty officer's room as he was penetrating her. When she realized that he was inside of her, she told him to stop and tried to physically push him off her. She said he then looked down at her and laughed but did not stop.

She then started screaming and trying to push him off, but he outweighed her and she could not move him. At one point during the assault, he stated, "Shut up you slut. You like it." He did not stop despite her pleas. She said that she then blacked out again. She awoke later to the sound of the petty officer showering in the room and she left.

She reported the assault to a shipmate several months later, who in accordance with policy reported it to the command. Following an investigation, the petty officer was charged with sexual assault, tried by a general court-martial and was found guilty of rape, making a false official statement and using indecent language, and was sentenced to confinement in a naval brig, a punitive discharge and was required to register as a sex offender.

In another case, two non-rates, a woman and a man, assigned to a shore unit, began a night of drinking at a local bar with other Coast Guard members whom the woman considered friends. The woman drank excessively that night, falling off her bar stool at one point and attracting concern from the bartender about the level of her intoxication.

While her shipmates continued to party at the bar, the male non-rate assisted the female non-rate to the bathroom because she needed help walking. They both entered the bathroom and then began to have sexual intercourse on the bathroom floor.

Still concerned for her welfare, the bartender directed one of her female shipmates to check on her, which she did. She discovered the two having sex on the floor and made them stop. They then returned to the bar.

A short time later the female non-rate and her friends decided to walk home; they were accompanied by the male non-rate. While her friends knew she was very intoxicated, they did not intervene when the pair stopped to kiss on the way home, and did not ask the male to leave her alone.

Arriving at her apartment, her friends stayed outside to smoke, while she went into a stairwell with the male non-rate. After a few moments, the friends heard noises in the stairwell and entered to find the woman and man with their pants down, lying on the stairs. The man was on top of her, and the friends described her body as "limp." The friends managed to get her to her feet and to her apartment door. She was so intoxicated her friends had to unlock and open the door for her.

She later reported that she had been sexually assaulted, stating that she was blacked out, did not remember much of the night, and did not remember consenting to sex. The male non-rate claimed that the sex was consensual.

Following an investigation, he was charged with sexual assault and was tried by general court-martial. After 15 hours of deliberation, the accused was acquitted of all charges.

So what is to be learned from these assaults?

First, it is fairly obvious that excessive consumption of alcohol was a contributing factor in each case. Moreover, while the law states that a person cannot give consent to sexual activity when they are, for whatever reason, unable to appraise the nature of the sexual conduct or unable to decline participation in the sexual activity. The failure to consume alcohol in a responsible, moderate manner clearly resulted in lowered inhibitions and poor judgment by all involved.

In the first case, the survivor was incapable of providing consent due to her level of impairment. In the second case, members of the jury either believed the survivor was in fact capable of consenting, or, that the assailant was reasonably mistaken as to whether she could consent. But why did these incidents ever occur in the first place?

There are other failures here that offer lessons learned. There were opportunities for others to step in, speak up and act decisively to prevent these incidents.

In both cases there were plenty of bystanders, any one of whom could have intervened to prevent: (a) the excessive alcohol consumption, or (b) the situations (including isolation) that left one or more of their shipmates vulnerable. As much as most readers may be thinking bystanders should have taken better care of the women in these cases, we should also be thinking the bystanders in these cases should have done more to either disrupt the men's predatory behavior, or, recognized the men were also placing themselves in a vulnerable or compromising position. In the second case, even the bartender exhibited more concern for the woman than did any of her associates. Bottom line, the shipmates of the women and men in these cases failed to intervene, failed to take action and the results were disastrous.

"Consider how you would feel if on a search and rescue case you failed to take action when you could have and, as a result, someone died. Now consider how you would feel if your son or daughter or brother or sister was the victim in the cases you just read about, and none of their friends or shipmates took action to prevent the assault," said Shawn Wren, Sexual Assault Prevention and Response Program manager for the Coast Guard. "We must remember that all victims are someone's sister or daughter, brother or son. As a service, we need to know that sexual assault is preventable when bystanders intervene. You can safely make a difference by intervening in a potential sexual assault by distracting or redirecting the potential offender or working as a team with other bystanders to separate someone exhibiting predatory behavior from a person who appears vulnerable. You can help prevent sexual assault by creating a culture of mutual respect at your unit and by engaging the command."

As Coast Guardsmen, we are asked to have the courage to go into harm's way to save lives, defend our nation and defend our way of life. We need to exhibit that same courage in addressing sexual assault. It takes courage to say, "That's enough booze for one night," or, "I think you both need some help getting home, let me see you there safely." It takes courage to step in and tell a shipmate what they are doing is wrong and it's time to back off. It takes courage to be the leader your shipmates need and deserve. It's time for a gut check, do you have that courage?

If you have been, or think you may have been, sexually assaulted, contact your sexual assault response coordinator, or call the Safe Helpline at 1-877-995-5247. Information about reporting options and resources for survivors of sexual assault can be found on the U.S. Coast Guard Sexual Assault Prevention and Response Program website.

 
Submitted by:
DCAPT David G. Porter, Sector NY/S
1st Southern Region

CG Commandant Talks Budget, Readiness and Retention

 

It's been 4½ years since Coast Guard Commandant Adm. Bob Papp took the helm of the service, and each year, he said, he's declared it the service's worst budget year yet.

This year is no different.

Papp discussed how the service would deal with its shrinking cash allowance — what cuts could be coming, what missions could change and where Coasties could feel the financial pinch in their daily duties — during an interview for "This Week in Defense News with Vago Muradian." Some highlights:

'Worst year yet'

This year's sequestration cuts and government shutdown put yet more pressure on Coast Guardsmen to carry out missions on a tight budget.

"I've been right every year. Each year has gotten worse," Papp said of the budget. "It makes it very difficult to plan, to train, to keep people motivated and prepared to go out and do very dangerous things."

Papp said that his service needs about $2 billion a year to continue carrying out missions and maintain an economical ordering quantity for its acquisition projects, but that he's been making do with $1.3 billion the past several years.

"If we start going below $1.3 billion, I have to start cutting programs, and that's the situation that I find myself in," he said.

Maintaining the force

Despite the threat of deeper cuts, Papp said he's committed to keeping the Coast Guard at its current size. The service has worked its way back up to 42,000 uniformed personnel, Papp said, up from 36,000 following cuts in the mid-to-late 1990s.

Because Papp wants to "hold on to as many people as possible," he said, cuts would have to come from somewhere else — but that strategy won't last forever.

"So when you try to balance the recapitalization, construction projects, keep your people, keep them happy, keep them trained and then spend money on operations, at a certain point, you get to that tipping point where you have no other alternative other than to start cutting people or start cutting projects," he said. "And I think we're at that point now."

'Last in, first out'

So, if he had to cut something, where would he start?

"An easy thing would be to say, 'Last in, first out.' " Papp said. "We have a large icebreaker program that has been introduced now to build a new polar icebreaker. That was the last one in; that would cost, at the high side, $1 billion to build that icebreaker."

It would be the third in the Coast Guard's active polar fleet, designed to break up polar ice while patrolling the Arctic.

Leasing such ships from another agency or private entity wouldn't solve the service's problems, Papp said.

"Looking at the way that we train, we equip, and the proviso, the dependability that we need, we need to own that icebreaker so that we can use it for all United States sovereign interests," he said.

And, he added, leasing takes money from the budget.

"At the end of that lease, you own nothing, and you've spent a lot of money," he said. "I'd rather own that icebreaker."

Mission control

There was also a suggestion that the Coast Guard pare its mission load. Each year, the Department of Homeland Security evaluates the service on its 23 statutory missions — the recently released 2012 report found that the service met only 11 of its goals, with a 27 percent grade for overall readiness.

According to the report, much of that readiness gap comes from the aging cutter fleet. Papp said that once the national security cutter fleet is complete — four of eight planned ships have been christened so far — he can get to work on 25 new offshore patrol cutters to replace the 33 aging medium endurance cutters in service.

Some have suggested doing away with aids to navigation, Papp said, including buoy and lighting maintenance to guide mariners. However, he said, money allocated to that mission wouldn't go to other Coast Guard missions — it would simply be recycled into the federal budget, likely for private contractors to maintain those aids.

As the Coast Guard's missions are assigned by law, Papp said, it would take legislation to adjust them. For now, his options are limited.

"What I can do is reduce the level of effort in each one of those mission areas until someone tells me I don't have to do a mission anymore," he said.

Despite the constraints, Papp said, he's confident the Coast Guard will find a way to make it all work.

"I tend to be a very optimistic guy. ... I know what this service needs, and so far we've been successful and we'll continue pressing ahead," he said.

By Meghann Myers 
Staff writer - The Navy Times
 
DCAPT David G. Porter, Sector NY/S
1st Southern Region

Thursday, November 28, 2013

CHDIRAUX's THANKSGIVING MESSAGE

1.  To the Men and Women of Our Coast Guard Auxiliary,

Please allow me to extend ADM Papp's Thanksgiving message, along with my humble appreciation for your tireless efforts in service to our organization and nation.  Each day I see examples of the work you do to promote recreational boating safety and support to the Coast Guard.  Your contribution does not go unnoticed.

On behalf of the entire Office of Auxiliary and Boating Safety, THANK YOU for all that you do.  I look forward to entering the 75th year of the Auxiliary's service with all of you.


CAPT F. Thomas Boross
Chief, Office of Auxiliary and Boating Safety
 
DCAPT David G. Porter, Sector NY/S
1st Southern Region

THANKSGIVING MESSAGE FROM ADM PAPP

UNCLAS //N01000//
ALCOAST 507/13
COMDTNOTE 1000
SUBJ: HAPPY THANKSGIVING

1. Shipmates, this week we are attending the Assembly of the International Maritime Organization (IMO) in London.  The Assembly, which meets every two years, is IMOs highest governing body, and all 170 member nations are invited to attend.  Yesterday, as head of the United States delegation, I had the privilege of speaking for our nation on the importance of maritime governance (safety, security, stewardship), the work our Coast Guard does every day.

2. Over the past year, we have met with coast guards and small navies from around the world, global leaders in maritime industry, and students at the IMO World Maritime University.  The United States Coast Guard is universally respected and the model of a maritime governance force for the rest of the world to emulate.

3. That would not be possible without the devoted efforts of our entire Coast Guard.  Over the past year, we have confronted not only significant mission challenges in an inherently dangerous maritime domain, but also the persistent pressure of the current Federal budget realities.  While addressing hurricanes, oil spills, marine casualties and transnational organized crime, we have also faced the impacts of budget reductions, sequestration, and a temporary government shut down.

4. Through it all you have remained steadfast in your devotion to duty and service to the Nation.  Words alone cannot adequately express my appreciation the leadership and commitment of our Coast Guard men and women.  Unfortunately, our civilian workforce has borne the brunt of many of these budget impacts, and our civilian shipmates often do not receive the public recognition for the critical work that they perform every day.  We are inspired and humbled by the dedicated service of our civilian personnel.  Each deserves our sincere thanks.

5. Although Linda and I are away from home and our family during our favorite holiday, we will have a proper Thanksgiving dinner with members of our Coast Guard Family who are here with us.  Linda and I thank you all for your friendship, hard work, and commitment to our Coast Guard.  Wherever you might be celebrating, have a Happy Thanksgiving.  Be safe.

6. Stand a taut watch.  Semper Paratus.
7. Admiral and Mrs. Papp send.
8. Internet release authorized.

--------------

3. The purpose of this list is to keep Auxiliarists as well as all other interested parties abreast of current developments, policies, manuals, etc.
All information contained herein and linked is OFFICIAL policy and information.

4. Internet Release and Distribution is Authorized.

5. CG-BSX-1 sends
 
DCAPT David G. Porter, Sector NY/S
1st Southern Region

Monday, November 18, 2013

AAM Holiday Army Truck/Tram Ride

 
 
The American Airpower Museum – Where History Flies!
 
1230 New Highway Phone: 631-293-6398
Farmingdale Office of Public Affairs: 212-843-8010
New York, 11735 Email: mailto:info@americanairpowermuseum.com
 
Copyright © www.americanairpowermuseum.org.  All Rights Reserved.
 
 
 
 
DCAPT David G. Porter, Sector NY/S
1st Southern Region

Saturday, October 26, 2013

NOAA to Stop Printing Nautical Charts…

By the U.S. National Oceanic and Atmospheric Administration (NOAA),

NOAA's Office of Coast Survey, which creates and maintains the nation's suite of a thousand nautical charts of U.S. coastal waters, has announced major changes ahead for mariners and others who use nautical charts. Starting April 13, 2014, the federal government will no longer print traditional lithographic (paper) nautical charts.

Most mariners now use Print-on-Demand nautical charts that are up-to-date to the moment of printing. These charts will continue to be available from NOAA-certified printers.

Since 1862, those lithographic nautical charts—available in marine shops and other stores—have been printed by the U.S. government and sold to the public by commercial vendors. The decision to stop production is based on several factors: the declining demand for lithographic charts, the increasing use of digital and electronic charts, and federal budget realities.

"With the end of traditional paper charts, our primary concern continues to be making sure that boaters, fishing vessels, and commercial mariners have access to the most accurate, up-to-date nautical chart in a format that works well for them," said Capt. Shep Smith, chief of Coast Survey's Marine Chart Division. "Fortunately, advancements in computing and mobile technologies give us many more options than was possible years ago."

NOAA will continue to create and maintain other forms of nautical charts, including the increasingly popular Print-on-Demand (POD) charts, updated paper charts available from NOAA-certified printers. NOAA electronic navigational charts (NOAA ENC®) and raster navigational charts (NOAA RNC®), used in a variety of electronic charting systems, are also updated weekly and are available for free download from the Coast Survey web site. NOAA announced a new product as well: full-scale PDF (Portable Digital Format) nautical charts, available for free download on a trial basis.

The world of navigation is benefiting from advances in technology, Smith explained. He said that NOAA will consult with chart users and private businesses about the future of U.S. navigation, especially exploring the use of NOAA charts as the basis for new products.

NOAA's Office of Coast Survey is the nation's nautical chart maker. Originally formed by President Thomas Jefferson in 1807, Coast Survey updates charts, surveys the coastal sea floor, responds to maritime emergencies, and searches for underwater obstructions that pose a danger to navigation.

 
DCAPT David G. Porter, Sector NY/S
1st Southern Region

Wednesday, October 2, 2013

GOVERNOR CUOMO SIGNS LEGISLATION MANDATING ALL BOATERS TO MEET EDUCATIONAL AND S


Governor Andrew M. Cuomo today signed legislation to improve safety for boaters in New York's waterways by requiring safety classes for all boat operators.

"New York State has some of the best recreational and thriving commercial waterways in the country, and it is our responsibility to ensure they remain safe for all boat operators and passengers," Governor Cuomo said. "This legislation will make sure that those who operate any kind of boat have the necessary training and experience, and they are aware of the risks and proper protocol for handling their vessels. I thank Senator Carlucci and Assemblywoman Galef for putting together this important new law to protect all those traveling on our waterways."

The new law (A.3471-A/S.1639-A) requires all boat operators to obtain a boating safety certificate by completing an eight hour safe boating course. The requirement will be put into effect over a period of years, beginning next year with all 18-year-old boaters. Certificates can be obtained and the safety course completed with the New York State Office of Parks, Recreation, and Historical Preservation, U.S. Power Squadrons, or the U.S. Coast Guard.

Previous law only required the operator of a personal watercraft to obtain a boating safety certificate or be accompanied on the vessel by a person over 18 years of age who is the holder of a safety certificate. The new law extends the requirement to all motorized water vessels.

Senator David Carlucci said, "This new law will enable New York State to finally protect its waterways and save countless lives. For the first time ever, we have a framework in place that will ensure that every New Yorker will be properly educated and only the most experienced boaters allowed to navigate our waters. I would like to thank Governor Cuomo for signing this bill into law and for his leadership on this important issue."

Assembly Member Sandy Galef said, "My heart goes out to the families of those injured and killed in recent tragedies on the Hudson River, the Long Island Sound and elsewhere. They continue to experience profound anguish, which no one should have to suffer. Thankfully, with the signing of this bill into law, we will start to see the end of boating operators with no training endangering themselves, those on the boat with them, and other boaters. I have no doubt that this new law will ensure that boat operators receive an appropriate education, helping to prevent and decrease the number of boating accidents on New York's beautiful waterways. I want to thank Governor Cuomo for signing this landmark legislation."

Senator Charles J. Fuschillo, Jr., Chairman of the Senate's Transportation Committee, said: "Individuals should learn basic safety procedures, navigation, and the rules of the water before operating a powerful motor vehicle which can kill or seriously injure someone. Enacting this law is a step in the right direction which will make our waterways safer for everyone. I applaud Governor Cuomo for signing this legislation."

submitted by:

DCAPT David G. Porter
Sector NY - South, 1SR
for and from: New York State | Executive Chamber | press.office@exec.ny.gov |