# Analysis of the Relationships between Factors Contributing to Marine casualties
## 5 Discussion  
It can be noted that both the ranking and the plains enable the identification of the most important and less important contributing factors to maritime casualties. Based on the results obtained, a flowchart was developed (Figure 7). It provides an overview of the outcomes. The rankings are arranged vertically. The first column is the ranking of the actions in the multi-criteria (MC) assessment. The next columns are the partial rankings for each criterion (single assessment). The connections indicating a new position were used between actions. Key findings include the following:  
* In terms of actions:
* The set of causes related to human behaviour on board (action A1) has the greatest impact on the occurrence of casualty events. Action A1 was ranked first in the overall assessment and in most criteria.
* The influence of environmental factors related to shipboard operations and shore-based management related to procedures and rules is also noticeable. The actions A3 and A6 are almost always at the top of the rankings.
* The impact of weather phenomena (action A5) is strong in relation to the criterium C3 (other agent or vessel). However, action A3 has little significance in the other criteria as well as in the overall assessment.
* The lowest values were observed in shore management related to human behaviour and the environment. The actions A2 and A4 appear at the bottom of most partial rankings and the overall ranking.
* In terms of criteria:
* Human actions and system or equipment failures (C1 and C2) are dominant. The rankings are in the same order. The distances between the actions are equivalent. The results also coincide with the multi-criteria evaluation. Shipboard operations, in relation to human behaviour and environment of the shore management, interact to the greatest extent. At the end of the ranking are the sets of causes linked to shore management in relation to human behaviour and the external environment.
* Other agent or vessel (criterion C3) has a radically different ranking order. However, the weight of this criterion is not great, and it does not significantly affect the overall outcome.  
Human errors related to ship operations were the biggest problem in European waters between 2014 and 2022. The following main chains of the causes can be identified: crew resource management, emergency preparedness, maintenance, personnel and manning, design, and system acquisition. There were also other factors causing a significant number of accidents. In particular, it is the impact of the shore management in terms of the environment, principles, and rules. The following important aspects were noted: physical stress, social environment and workplace conditions, emergency preparedness, maintenance policy, occupational health management, operations management, organisation, and general management, as well as regulatory activities.  
Generally, the first-level factors are present to varying degrees in the criteria. The bar chart (Figure 8a) shows the percentage share of each CFs. This chart does not take into account the weight of the criterion or other preferences. The values are determined based on the frequency of occurrence of the factor. The shipboard operations account for the largest percentage in three criteria. The share of shore management is almost equal in each criterion. The external environment has a high share in the criterion related to other ships.  
The radar chart in Figure 8b presents the strength with which a given CF affects the model. This radar chart takes into account the importance of a given AE indicator. One can see the great strength of shipboard operations in the overall assessment (size of the entire pink field) and in the criterion C1 (numerical value).