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This paper investigates the factors influencing the probability of fatality in various types of maritime accidents, including grounding, capsizing, sinking, man overboard incidents, and fatal falls, with a focus on several contributing factors—alcohol consumption, meteorological conditions, and visibility. Through comprehensive analysis, the alcohol consumption was examined in order to show how it impairs judgment and physical abilities, significantly increasing the risk of fatal outcomes in these accidents. The paper explores the interplay between alcohol consumption and other contributing factors, such as time of day (daytime/night) and weather conditions, providing a comprehensive understanding of how these variables collectively influence fatality rates in EU maritime transportation. The findings underscore the critical need for stringent alcohol regulations and enhanced safety protocols to mitigate the heightened risks associated with alcohol-impaired maritime operations.

Dangerous goods (DGs) not declared for transport as required by the regulations can give rise to risks, as they can endanger public safety or the environment. This study explains the risks posed by undeclared shipments by providing information about the most common undeclared DGs aboard aircraft and maritime ships, legal frameworks regulating the proper transportation of DGs, and key mechanisms for preventing the occurrence of undeclared DG shipments. This paper identifies the responsibilities of each stakeholder involved in the process of DG transportation. The main objective of this paper is to reveal human errors and dishonest techniques within the supply chain when DGs are transported by air and sea.

This paper provides comprehensive research on the linearity between the efficiency and safety of inland waterway transport (IWT). For this purpose, methods of statistical analysis are used. The efficiency of IWT is expressed by the transportation outputs, which today are strongly affected by the COVID-19 pandemic. This paper aims to find whether the demand for IWT has an impact on the accident occurrence probability. The results show the linearity between shipping accidents and the outputs of freight and passenger IWT. The COVID-19 crisis has a higher impact on the efficiency of passenger navigation than on freight navigation. With reduced demand, the level of safety is higher but at the cost of declining efficiency in the transport sector.

The main objective of this paper is to underscore the significance of human error as a dominant cause of maritime accidents. The research is based on a comprehensive analysis of 247 maritime accidents, with the aim being to identify human failures occurring during onboard and port activities, as well as during the supervision process. The first step of the analysis was facilitating the Human Factor Analysis and Classification System (HFACS) as an advanced analytical tool for the identification and categorisation of human factors. Based on coding process, the most critical areas of human error are identified, based on the process of risk evaluation and assessment. Furthermore, a prediction model was developed for predicting the probability of fatality in a maritime accident. This model was constructed using logistic regression, considering the predominant causal factors and their interplay. Lastly, a set of preventive measures aimed at enhancing the efficiency and safety of maritime transport is provided.

This paper deals with the on-going process of commercialisation of air navigation service providers (ANSPs) with specific focus on Europe. First part offers overview of conducted research on their commercialisation and identifies two main external drivers for the emergence of commercialisation – liberalisation of national markets and demand for other ANS related services. Our research also proposes methodology for numerical assessment of the degree of commercialisation based on the ANSP’s Commercialisation Index (ACI) and presents numerical evaluation of the ACI index of 35 European providers and proposes six different categories of providers reflecting different degree of their commercialisation. Results reveal that 63% of the European ANSPs show signs of commercialisation. On top of that, our outcomes prove that corporatisation cannot be considered a direct manifestation of commercialisation. Despite the most widely accepted view that corporatised providers are commercially active, the findings show that almost 40% of corporatised European ANSPs are not commercially active. The paper also claims that ownership of subsidiaries and joint ventures is the most dominant demonstration of commercialisation. At the same time, our outcomes show that the provision and development of commercial services and products related to ANS are the most common commercial activities of the European ANSPs.