## 1 Introduction
### Marine Safety as a Goal of Formal Organizations  
Safety is one of the primary goals of multiple organizations around marine space. The most prominent one--The International Maritime Organization (IMO)--has adopted Resolution A.850(20), defining its vision, principles, and goals for the human element [7]. It was updated by Resolution A.947(23), which was adopted in 2003 [8] and assumes that human factors are a complex, multidimensional issue that impacts maritime safety, security, and marine environment protection. Additionally, effective remediation following maritime casualties requires a solid understanding of the human factor's contribution to causing accidents; that adequate safeguards be put in place; that rules and regulations are simple, clear, and comprehensive; and that communication is flawless. It also recognizes that crew endurance is a function of many complex variables, including personal knowledge, management principles, cultural factors, experience, training, professional skills, and work environment. The resolution has several objectives:  
* Implement a structured approach to the proper consideration of the human element. * Conduct a comprehensive review of selected existing IMO instruments. * Promote and communicate a maritime safety culture across the marine environment. * Encourage the development of non-regulatory solutions. * Implement a system to identify and disseminate human factor analysis and research. * Provide educational material for seafarers on human factor issues. * Provide a framework for understanding a highly complex system of interrelated human factors [7,8]. Thus, not only is the human factor being recognized as a key contributor to marine safety but there is also an understanding of how much culture can influence the practical application of formal rules. Another essential organization regulating maritime labor is the International Labour Organisation (ILO). Together with the IMO, they attempt to solve problems regarding the human factor in the marine sector. The result of this cooperation is the Seafarers' Employment Agreements from 2006, updated in 2016 [9; 10]. Other organizations, such as the International Association of Ship Classification Societies (IASCS), are also contributing to improvements in safety on all ships by introducing their set of rules, regulations, and requirements. Also worth mentioning is the International Safety Management (ISM) Code, one of the most robust tools to prevent human errors in shipping, adopted by the IMO by Resolution A741(18), which became effective on 1 July 1998 as Chapter IX of the SOLAS Convention on the management of the safe operation of ships. Every country has its own framework for ensuring that accidents are analyzed and learning applied. In Poland, for example, the body investigating the causes of incidents is the State Marine Investigation Commission (SMAIC), while in the UK, it is the Marine Accident Investigation Branch (MAIB). However, despite the ongoing detailed inspections of all ships sailing on the seas and oceans, and the detention of non-compliant ships, accidents happen almost every day due to the failure of safety mechanisms, and their number must be reduced. As systems improve, new and convenient technologies are introduced, resulting in excessive human reliance on them. [11]. Unfortunately, safety management systems are often over-regulated, too detailed, and too time-consuming [12]. Sometimes, such procedures are difficult to apply in real life, with multiple conflicting priorities around timeliness, cost, and efficiency [13]. While good practices exist to improve safety on every vessel, it is a common practice in the marine industry to purchase a standard, off-the-shelf safety management system designed and developed for a certain group of vessels or companies. This makes safety audits easier on the one hand, but these systems sometimes do not match the specific profile of a given ship [14; 15].