During an abandon ship drill aboard the oil/chemical tanker Giovanni DP, a free-fall lifeboat (FFLB) was unintentionally released into the ocean with the chief officer on board, resulting in serious injuries. The vessel was en route to Antwerp and the incident occurred approximately 30° 27.7’ N, 040° 53.6’ W. The investigation by the Marine Safety Investigation Unit (MSIU) identified multiple safety oversights that contributed to the accident, offering key insights for improving drill procedures and equipment maintenance.
Incident Overview and Contributing Factors
During a scheduled abandon ship drill, the crew conducted a test of the FFLB release hook. Although standard procedure dictated a simulated launch without actual release, the safety bolt was removed, and an additional lashing using a two-ton chain block was used instead of the recommended A-frame attachment. As a result, the maintenance chain failed, and the FFLB launched with the chief officer on board.
The contributing factors included:
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Failure of the FFLB maintenance chain due to metallurgical weakness (high hardness and possible stress corrosion).
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Removal of the safety bolt contrary to revised IMO guidelines.
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Use of inadequate chain block (with only 2-ton SWL) that could not bear the lifeboat’s weight (~4 tons).
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Lack of risk assessment and crew unfamiliarity with updated safety protocols.
Key Location: Approx. 30° 27.7’ N, 040° 53.6’ W
Vessel Status: En route to Antwerp, fully crewed and operational
Investigation Findings: Technical and Human Factors
Metallurgical Failure of Chain
The restraining chain failed due to internal cracks, high surface hardness, and signs of stress corrosion and fatigue. It was not fit for purpose in restraining the full weight of the lifeboat.
Non-Compliance with IMO Guidelines
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The vessel had not updated its drill procedures to align with MSC.1/Circ.1578, which emphasizes simulated launch without activating release mechanisms.
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The Safety Management System (SMS) and manufacturer guidance (from Hatecke GmbH) were not fully synchronized or understood by the crew.
Crew Training and Risk Management Gaps
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No risk assessment was performed before the drill.
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The chief officer and crew assumed traditional procedures were still valid.
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Safety drills were not treated with the same rigor as operational tasks.
Post-Accident Response and Consequences
Upon the accidental release, the ship’s master executed a Scharnow Turn to recover the lifeboat. The chief officer, though injured, was able to maneuver the boat back. He sustained injuries from being thrown inside the lifeboat due to heavy swells and was later evacuated to the Azores for medical treatment.
Damage to the lifeboat included cracks, fiberglass scratches, and damage to sprinkler pipes and railings. The maintenance chain was found broken at its second link from the stern, later confirmed to have brittle fractures.
Safety Insights and Regulatory Observations
The investigation revealed discrepancies between outdated onboard technical notices (still referencing MSC.1/Circ.1206/Rev.1) and revised IMO guidelines (MSC.1/Circ.1578). Key takeaways:
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Simulated launches must no longer activate the release mechanism.
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Only manufacturer-approved personnel should conduct operational testing under MSC.402(96).
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Effective safety relies on both physical barriers (equipment) and incorporeal systems (guidelines, training).
The ship’s SMS had not incorporated these regulatory updates, contributing to procedural errors.
Corrective Measures and Recommendations
De Poli Ship Management took proactive steps:
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Updated the planned maintenance system to mandate chain replacement every five years.
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Enhanced crew training on simulated launchings.
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Strengthened the risk assessment process with additional approvals and clearer guidance.
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Emphasized ‘stop-the-work’ authority during safety operations.
Recommendation:
Transport Malta was advised to revise Technical Notice SLS.5 Rev.1 to align with MSC.1/Circ.1578, reflecting current safety standards.
Broader Implications for Maritime Safety
This incident highlights key global maritime issues:
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The importance of up-to-date regulatory compliance.
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Critical need for interoperability between shipowners, equipment manufacturers, and flag states.
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Regular training and human-centered risk assessments are essential, even in drills.
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Over-reliance on legacy procedures without verification can have serious consequences.
The Giovanni DP incident serves as a sobering reminder of the need for continuous improvement in safety culture, equipment management, and procedural discipline. With the maritime industry moving toward smarter compliance and digitalization, ensuring that crews are empowered with the latest information, tools, and authority to stop unsafe operations is vital. The corrective actions taken post-incident provide a model for industry-wide best practices, encouraging safer and more resilient maritime operations.
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Source: Marine Safety Investigation Unit
