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www.sname.org/sname/mt April 2012system when it was caught in a storm at the entry to the channel while enroute from Antwerp to Lisbon. The 2,394 containers onboard housed nearly 42,000 tons of mer- chandise, of which 1,700 tons were classed as hazardous substances, including explo- sives, ammable gases, liquids and solids, oxidants, toxic substances, and corrosive materials. In addition, the ships bunkers contained more than 3,000 tons of heavy fuel oil. In contrast to the aforementioned hull collapse accidents, the rear of the Napoli did not break up. However, the bulkhead structures between the engine room and the aft cargo hold buckled, requiring emer- gency risk assessment to establish the best way to evacuate the crew and handle the hazardous substances. e main issues of concern were the ultimate strength and hull collapse performance of the ship. e Napoli incident o ers three salient lessons from the structural design viewpoint. First, the structural damage was due to a lack of longitudinal hull girder bending strength in way of the engine room area where a transverse system is usually applied. Second, the bulkhead structure between the engine room and the cargo hold was subject to a large vertical shearing force, and this force rendered the horizontally framed transverse bulkhead in front of the aft cargo hold prone to buckling. ird, it is clear that buckling and ultimate strength performance must be taken into account to optimize the structural design in way of engine room area. The fourth accident to consider here is the breakup and sinking of the 24-year- old single-hulled oil tanker, Erika , in the Bay of Biscay on December 12, 1999, which resulted in the spillage of 7,000 to 10,000 tons of oil. Erikas structural problems were exac- erbated by the very rough sea conditions, reportedly a westerly wind of force 8 to 9 with a 6 m swell. is incident, too, has lessons for those involved in ship structural design. First, rough sea conditions can amplify hull girder loads to the extent that they reach or even exceed the corresponding design val- ues. Second, such age-related degradation as corrosion wastage and fatigue cracking damage can decrease hull girder strength. Finally, an increase in applied hull girder loads, a decrease in hull girder strength, or both, can result in the collapse of the hull girder. e total loss graphic also applies to this scenario. Unfortunately, such maritime disas- ters are by no means a thing of the past. On the evening of January 13, 2012, the cruise ship Costa Concordia partially sank after grounding o the coast of Italy while LESSONS LEARNED LEARNED HUMAN ERROR / HUMAN FACTORS / ERGONOMICS Health keepingSafety integrity Protection of the environment CO2, SOx, NOxemissionsAccidental events Extreme ocean environmental phenomenaOcean energy resource exploration Green shipping + The oil tanker Doola No. 3 broke in two after an explosion in its cargo tank during gas-free operation o the west coast of South Korea on January 15, 2012. IMPORTANCE OF HUMAN ERROR MINIMIZATION