Search results

1

Statystyczny obraz przestępczości prowadzenia pojazdów mechanicznych w stanie nietrzeźwości lub pod wpływem środka odurzającego

100%

Marczewski M., Ostaszewski P.

Biuletyn Polskiego Towarzystwa Kryminologicznego im. prof. Stanisława Batawii

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2017

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vol. 24

38-56

XX

Crime statistics, crime of driving a motor vehicle under the influence of drugs or alcohol

2

Psychological Aspects of Risk and Aggression among Motorcyclists – “Mad Max” Syndrome

100%

Makarowski R., Peplińska A., Nowopolski M.

Polish Psychological Bulletin

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2010

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vol. 41

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issue 2

74-83

EN

The primary objective of this study was the psychological examination of a group of Polish motorcyclists against a group of students and graduates of Technical Universities. This work poses a question regarding the differences in temperament, aggression and the level of risk between motorcyclists and the control group. The second question was whether it was possible to create a typology of Polish motorcyclists taking into account the variables describing risk, temperament and aggression. This study used the Pavlovian Temperamental Scale (Strelau, Zawadzki, 1998), Stimulating-Instrumental Risk Inventory, SIRI 2001 (Zaleśkiewicz 2001), Multifactor Risky Behavior Scale (Studenski 2004), Unhealthy behavior Inventory (Makarowski 2008) and the Buss and Perry Aggression Questionnaire (1992). The tests were performed on 267 motorcyclists and 188 students and graduates of Technical Universities. A number of important differences was observed between the motorcyclists and the control group. Motorcyclists had a higher level of mobility of nervous processes and higher degree of excitation at the lower level of inhibitory processes. In terms of the measured level of risk they also had a higher level of stimulating, instrumental and unhealthy risk, at the lower levels of physical, social, ethical and financial risk in relation to the control group. Cluster and confirmation analyses showed the existence of three sub-groups of motorcyclists: prevaricators, ones with a Mad Max syndrome, and adventurers. The confirmation analysis was carried out on an additional group of 243 motorcyclists.

3

Road Safety Barriers and the Safety of Road users – the Analysis of the Situation in Poland

88%

Rzepczyk S., Majer J., Obst M.

Logistics and Transport

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2022

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vol. 55-56

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issue 3-4

19-36

EN

Road safety barriers are a basic element of the road infrastructure aimed at improving the safety of road users. Design parameters and indications for assembly are strictly regulated by the GDDKiA (General Directorate for National Roads and Motorways) guidelines in accordance with the European standards. In Poland, the most commonly used barriers are thin-walled metal sheet barriers, rope barriers, and concrete ones. The types differ in terms of technical parameters and level of security they provide. One of the purposes of installing road safety barriers is to protect road users from hitting an obstacle in the vicinity of the road, and to protect people around the accident from the effects of an uncontrolled vehicle leaving the road. The effects of a collision caused by hitting a protective road barrier depend mainly on the type of the barrier and the vehicle. The authors made a detailed and interdisciplinary analysis of data on accidents resulting from hitting a road safety barrier, comparing them with information available in the literature, combining the technical aspects of the use of barriers with a medical description of the description of typical injuries.

4

Application of eye-tracking in drivers testing: A review of research

88%

Kapitaniak B., Walczak M., Kosobudzki M., Jóźwiak Z., Bortkiewicz A.

International Journal of Occupational Medicine and Environmental Health

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2015

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vol. 28

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issue 6

941-954

EN

Recording and analyzing eye movements provide important elements for understanding the nature of the task of driving a vehicle. This article reviews the literature on eye movement strategies employed by drivers of vehicles (vehicle control, evaluation of the situation by analyzing essential visual elements, navigation). Special focus was placed on the phenomenon of conspicuity, the probability of perceiving an object in the visual field and the factors that determine it. The article reports the methods of oculographic examination, with special emphasis on the non-invasive technique using corneal reflections, and the criteria for optimal selection of the test apparatus for drivers in experimental conditions (on a driving simulator) and in real conditions. Particular attention was also paid to the helmet – or glass-type devices provided with 1 or 2 high definition (HD) camcorders recording the field of vision and the direction of gaze, and the non-contact devices comprising 2 or 3 cameras and an infrared source to record eye and head movements, pupil diameter, eye convergence distance, duration and frequency of eyelid blinking. A review of the studies conducted using driver eye-tracking procedure was presented. The results, in addition to their cognitive value, can be used with success to optimize the strategy of drivers training.

5

Statystyczny obraz przestępczości prowadzenia pojazdów mechanicznych w stanie nietrzeźwości lub pod wpływem środka odurzającego

76%

Marczewski M., Ostaszewski P.

Biuletyn Kryminologiczny

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2017

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issue 24

38-56

EN

Study provide statistical description of the crime of driving motor vehicles under the influence of drugs or alcohol, number of road accidents and driver's sobriety control. The number of such crimes significantly decreased from 2005 to 2016, as well as the overall number of crimes in Poland. Obviously, the smaller number of crimes detected leads to analogous decreases in the number of people judged and sentenced for this crime. But what's interesting is change in structure of sentenced penalties – the share of the penalty of imprisonment decreased significantly, and the share of fines and community service increased. The number of penal measures imposed per one convict, mainly including cash benefits, increased significantly. The share of road accidents caused by intoxicated drivers in the total number of accidents is relatively low (about 6%) and systematically decreased in the analyzed period. This fact, together with the systematically decreasing number of analyzed crimes and increasing number of police checks of drivers' sobriety at the same time, indicates a favorable change in social attitudes towards driving under the influence of alcohol.

PL

W niniejszym opracowaniu podjęto próbę szczegółowego, statystycznego opisu przestępczości prowadzenia pojazdów mechanicznych w stanie nietrzeźwości lub pod wpływem środka odurzającego przy wykorzystaniu dostępnych danych o liczbie przestępstw i skazań z art. 178a §1 k.k. oraz liczbie wypadków drogowych i kontroli trzeźwości kierujących. Liczba przestępstw z rozpatrywanego artykułu istotnie spadła od roku 2005 do 2016, podobnie zresztą jak ogólna liczba przestępstw w Polsce. Co oczywiste, mniejsza liczba wykrywanych rokrocznie przestępstw z analizowanego artykułu prowadzi do analogicznych spadków liczby osób osądzanych i skazywanych za to przestępstwo. Ale co ciekawe rośnie liczba warunkowych umorzeń postępowań sądowych z tego artykułu. Zmienia się także struktura orzekanych kar – istotnie spadł udział kary pozbawienia wolności z warunkowych zawieszeniem jej wykonania, a wzrósł udział grzywien i ograniczenia wolności. Wyniki szczegółowych analiz wymiarów poszczególnych orzekanych kar sugerują nieznaczne złagodzenie polityki karania za to przestępstwo. Wzrosła jednak istotnie liczba orzekanych środków karnych przypadających na jednego skazanego, w tym głównie świadczenia pieniężnego. Udział wypadków drogowych spowodowanych przez nietrzeźwych kierujących w ogólnej liczbie wypadków jest stosunkowo niski (ok. 6%) i systematycznie spadał w analizowanym okresie. Fakt ten, łącznie z systematycznie spadającą liczbą przestępstw prowadzenia pojazdu mechanicznego pod wpływem alkoholu lub środka odurzającego (przy ponad dwudziestoczterokrotnym wzroście liczby przeprowadzanych przez policję kontroli trzeźwości kierowców w tym samym czasie), wskazuje na korzystną i bardzo istotną zmianę społeczną w zakresie jazdy samochodem pod wpływem alkoholu. Study provide statistical description of the crime of driving motor vehicles under the influence of drugs or alcohol, number of road accidents and driver's sobriety control. The number of such crimes significantly decreased from 2005 to 2016, as well as the overall number of crimes in Poland. Obviously, the smaller number of crimes detected leads to analogous decreases in the number of people judged and sentenced for this crime. But what's interesting is change in structure of sentenced penalties – the share of the penalty of imprisonment decreased significantly, and the share of fines and community service increased. The number of penal measures imposed per one convict, mainly including cash benefits, increased significantly. The share of road accidents caused by intoxicated drivers in the total number of accidents is relatively low (about 6%) and systematically decreased in the analyzed period. This fact, together with the systematically decreasing number of analyzed crimes and increasing number of police nchecks of drivers' sobriety at the same time, indicates a favorable change in social attitudes towards driving under the influence of alcohol.

6

Sleep habits and road traffic accident risk for Iranian occupational drivers

75%

Ebrahimi M. H., Sadeghi M., Dehghani M., Niiat K. S.

International Journal of Occupational Medicine and Environmental Health

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2015

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vol. 28

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issue 2

305-312

EN

Objectives The aim of this study is to assess the sleep quality and sleep disorders (prevalence of obstructive sleep apnea and sleepiness) among occupational drivers in Iran and to determine which demographic factors and occupational habits are linked to road traffic accidents. Material and Methods In this analytic cross-sectional study 556 occupational road drivers from Shahroud city (in the northeast of Iran) participated, upon a prior verbal informed consent, during 2013–2014. The Pittsburgh Sleep Quality Index (PSQI) standard questionnaire that scored on 7 point scale, the 8-item Epworth Sleepiness Scale (ESS) questionnaire and the 8-question STOP-Bang questionnaire along with demographic information and occupational data were used. To explore the independent factors associated with odds of poor sleep quality and road accident, multiple logistic regression models were used. Results Prevalence of previous road accidents, sleepiness while driving, and obstructive sleep apnea scored ≥ 3 in the study, and drivers accounted for 23.8%, 29%, and 24.8%, respectively. The global mean score of sleep quality and excessive sleepiness score were 5.2 and 4.8, respectively. The main factors related to the odds of poor sleep quality were snoring (odds ratio (OR) = 2.34; 95% confidence interval (CI): 1.15–4.77), smoking (OR = 2.12; 95% CI: 1.15–3.97), and driving times in a day (OR = 1.12; 95% CI: 1.03–1.21). The Epworth Sleepiness Scale (OR = 1.13; 95% CI: 1.07–1.23) and suffering from apnea (OR = 4.89; 95% CI: 1.07–23.83) were the best predictors for odds (increased risk) of road accidents. Conclusions A considerable proportion of Iranian drivers had records of road accidents; poor sleep quality, sleepiness while driving, and sleep disorder breathing (obstructive sleep apnea – OSA). Snoring, smoking, driving time in a day, excessive sleepiness, and presumably apnea increase the odds of poor sleep quality and road traffic accident for Iranian occupational drivers.

7

Radiowa łączność obywatelska w procesie poprawy bezpieczeństwa na drogach

75%

blaszczyk r. j.

Rocznik Bezpieczeństwa Międzynarodowego

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2016

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vol. 10

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issue 2

247-270

EN

The author argues that the use of citizens’ communication in vehicles, that does not require a permit, by the means of the so-called CB radio, has a positive effect on improving road safety.

PL

Autor stawia tezę, że użytkowanie w pojazdach opartj o niewymagającą zezwolenia, łączności obywatelskiej, przez tzw. radio CB, wpływa pozytywnie na poprawę bezpieczeństwa na drogach.

8

Przygotowanie do działań ratowniczych na autostradach i drogach ekspresowych – rozwiązania prawne, infrastrukturalne i organizacyjne

75%

Sękowski J., Włodarczyk Z.

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2018

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vol. 63

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issue 1 (378)

70-84

EN

In 2016, there were 80 accidents, seven fatalities and 97 injured persons for each 1,000 kilometres of public roads on average, while 206 accidents (2.5 times more), 36 fatalities (five times more) and 296 injured persons (three times more) – for each 1,000 kilometres of motorways and dual carriageways. The bigger number of accidents and their casualties on motorways and carriageways should be attributed, primarily, to more intense traffic on this type of roads. What is more, on these roads there are frequently accidents in which many persons and vehicles are affected. Therefore, the network of fast roads requires an effective rescue system necessary to provide assistance to victims and persons suffering from accidents.

9

Potencjał regresu ubezpieczeniowego w przypadku sprawców zdarzeń drogowych bez uprawnień do kierowania pojazdami

63%

Wycinka E.

Prace Naukowe Uniwersytetu Ekonomicznego we Wrocławiu

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2018

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issue 541

323-336

PL

Kierujący bez uprawnień stwarzają znaczne zagrożenie w ruchu drogowym. W razie spowodowania przez nich zdarzenia drogowego zakłady ubezpieczeń są zobowiązane do wypłaty odszkodowań z tytułu obowiązkowych ubezpieczeń odpowiedzialności cywilnej posiadaczy pojazdów mechanicznych, ale mają prawo do regresu ubezpieczeniowego. Skuteczność regresu zależy od sytuacji majątkowej sprawców zdarzeń drogowych. Celem niniejszego badania jest analiza cech demograficzno-ekonomicznych sprawców zdarzeń drogowych w Polsce, którzy nie mają uprawnień do prowadzenia pojazdu. W artykule przedstawiono przegląd przeprowadzonych w innych państwach badań dotyczących sprawców kierujących bez uprawnień. Na podstawie danych z Diagnozy Społecznej przeprowadzono analizę struktury kierujących pojazdami w Polsce. Za pomocą ryzyka względnego porównano sprawców zdarzeń drogowych, biorąc pod uwagę ich wybrane cechy, posiadających uprawnienia z populacją wszystkich kierowców w Polsce oraz sprawców bez uprawnień ze sprawcami posiadającymi uprawnienia.

EN

Unlicensed drivers create a significant threat for the road safety. Insurers are obliged to compensate indemnities even if a car driver does not have a driving licence. However, in such a case, insurers can use an insurance subrogation against these drivers to refund costs of indemnities. The efficacy of subrogation depends on a financial condition of the unlicensed perpetrators of road incidences. The aim of this study is to analyse demographic and economic features of unlicensed perpetrators of traffic incidences. First, the paper presents literature review of the research on unlicensed perpetrators of road incidents in different countries. Second, the data from the “Social Diagnosis” are applied to identify attributes of unlicensed perpetrators of road accidents in Poland. Subsequently, this group of drivers is compared with licensed perpetrators and finally with the population of all drivers in Poland.

10

Wpływ niesprawności świateł mijania pojazdu na rozkład plamy świetlnej na przykładzie samochodu osobowego marki Skoda Fabia

63%

Lewandowski P., Fokt K.

Problemy Kryminalistyki

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2013

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issue 282

68-75

PL

Awaria układu oświetleniowego pojazdu przejawiająca się brakiem światła mijania jednego z jego reflektorów znacząco wpływa na rozkład plamy świetlnej. Badania samochodu marki Skoda Fabia wykazały, że plama świetlna o natężeniu 10 lx, tj. taka, w której występuje możliwość zauważenia ciemnej nieoświetlonej przeszkody (np. pieszego), może ulegać znacznemu zredukowaniu: w zakresie zasięgu o około 20% w przypadku awarii lewego reflektora i około 24% w przypadku awarii prawego reflektora; w zakresie szerokości o około 23% w przypadku awarii lewego reflektora i około 24% w przypadku awarii prawego reflektora; w zakresie pola powierzchni o około 44% w przypadku awarii lewego reflektora i około 43% w przypadku awarii prawego reflektora. Jednocześnie badania wykazały różnice pomiędzy rozkładem plamy świetlnej świateł mijania badanego pojazdu i rozkładem tzw. uśrednionej plamy świetlnej świateł mijania. Stanowi to przesłankę wskazującą na konieczność indywidualnego podejścia do każdego pojazdu uczestniczącego w zdarzeniu drogowym, w którym problem widoczności przeszkód w światłach pojazdu jest istotny dla oceny zachowania jego uczestników.

EN

The failure of vehicle lighting system, in particular no dipped headlight in of vehicle reflectors, significantly affects the distribution of light patch. Examination of Skoda Fabia has demonstrated that light of 10 lx intensity, ie. the one enabling dark unlit objects (such as pedestrians) to be seen, may be significantly reduced of 20% in case of breakdown of left reflector and approx. 24% in case of breakdown of right reflector; in width range of nearly 23% in case of breakdown of left reflector and about 24% in case of breakdown of right reflector, in surface area range – nearly 44% - breakdown of left reflector and 43% - in case of breakdown of right reflector. Furthermore, the examinations have indicated differences in the distribution of dipped headlight light patches and the distribution of the so-called averaged dipped headlight light patch. This constitutes grounds for applying individual approach towards each vehicle involved in a traffic accident where the problem of visibility of objects is essential in evaluating incident circumstances.

11

Increasing public safety at pedestrian crossings as an element of improvement in quality of life

63%

Zakrzewska-Półtorak A., Szulc A.

Biblioteka Regionalisty

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2021

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issue 21

148-159

PL

Nadrzędnym celem artykułu jest przedstawienie i omówienie wyników badania ankietowego na temat bezpieczeństwa na przejściach dla pieszych w opinii kierowców. Ponadto integralną część publikacji stanowi ocena tego bezpieczeństwa w kontekście poprawy jakości życia oraz omówienie możliwych innowacyjnych rozwiązań, w szczególności w zakresie modernizacji oświetlenia przejść dla pieszych. Obiektem badań jest bezpieczeństwo pieszych na przejściach w Polsce w miastach i na terenach podmiejskich. Okres badawczy to lata 2019-2020. Metody zastosowane do badania to: metoda opisowa, proste metody statystyczne oraz technika badania ankietowego. Wypadki z udziałem pieszych są znacznie bardziej niebezpieczne w obszarze niezabudowanym (wyższa śmiertelność). Odpowiednie oświetlenie dróg, w szczególności przejść dla pieszych, znacząco zwiększa bezpieczeństwo na drogach. Nie bez znaczenia jest kolor oświetlenia oraz jego intensywność i zmienność, które mogą ostrzegać o pieszych wchodzących na jezdnię.

EN

The main aim of the article is to discuss the results of a survey among car drivers regarding safety at pedestrian crossings. An integral part of the paper was the assessment of that safety in the context of improvements in the public's quality of life, complete with presentation of the innovative approaches, particularly those involving the modernization of lighting solutions adopted for the purpose. The study put emphasis on pedestrian safety in municipal and suburban areas in Poland, based on data obtained for the period 2019-2020, for which the following methods were employed: descriptive method, simple statistical methods, questionnaire survey. Traffic incidents involving pedestrians are decidedly more fatal in non-urbanized areas – higher mortality. The proper lighting of roads, particularly pedestrian crossings, significantly contributes to the increase of public safety in traffic,of special importance is the effective choice of light colour, intensity, and oscillation (pulse).

12

Świadczenia rentowe dla osób bezpośrednio poszkodowanych w wypadkach drogowych

63%

Celczyńska A.

Acta Universitatis Lodziensis. Folia Oeconomica

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2016

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vol. 1

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issue 318

EN

Road accidents are a serious social problem. At present, highly-developed countries believe victims of road traffic should be treated not as a side effect of increased mobility but an important public health issue. The paper presents both the interpretive and quantitative analyses of claims of parties injured in road accidents as well as the current trend in the field of pension benefits.

PL

Wypadki drogowe są poważnym problemem społecznym. Obecnie państwa wysoko rozwinięte przyjęły, że ofiary ruchu drogowego powinny być traktowane nie jako uboczny skutek podwyższonej mobilności, lecz jako istotny problem zdrowia publicznego. W opracowaniu przedstawiono zarówno analizę interpretacyjną i ilościową roszczeń przysługujących osobom poszkodowanym w wypadkach drogowych, jak i aktualną tendencję w obszarze świadczeń rentowych.

13

Bezpieczeństwo uczestników ruchu drogowego - brak kompleksowych usprawnień systemowych

63%

Szczęsny T.

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2022

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vol. 67

|

issue 1 (402)

103-117

EN

Every year, from 2,500 to 3,000 persons die on Polish roads, while over 25,000 are injured. Social costs of these accidents are estimated at PLN 56.6 billion a year. Nevertheless, road safety has not been treated as a significant problem both by road users – mainly drivers – and the entities involved in activities aimed at road safety improvements. This is due to numerous reasons, the most of which have been discussed in this article, which is an attempt to summarise the findings of NIK’s audits conducted in the area over the last years, and the recommendations developed on their basis.

PL

Każdego roku na polskich drogach ginie od 2,5 do 3 tys. osób, a ponad 25 tys. zostaje rannych. Koszty społeczne tych zdarzeń szacuje się na 56,6 mld zł rocznie. Pomimo tego, bezpieczeństwo ruchu drogowego (brd) nie było traktowane jako dość istotny problem, zarówno przez jego uczestników – przede wszystkim kierujących pojazdami – jak i podmioty zaangażowane w działania na rzecz poprawy sytuacji. Przyczyn można upatrywać w wielu czynnikach, najważniejsze z nich zostały zaprezentowane w dalszej części artykułu. Stanowi on próbę podsumowania głównych ustaleń kontroli NIK z ostatnich lat w tym obszarze i wypracowanych na ich podstawie rekomendacji.

14

Przestępczość w Polsce w latach 1954-1958 w świetle statystyki milicyjnej

55%

Jasiński J., Syzduł E.

Archiwum Kryminologii

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1960

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issue I

7-53

EN

From the years 1945-1946 down to the present moment Polish police statistics have undergone a number of transformations and improvements concerning the collection of data, their elaboration, as well as the scope of the information collected. Judging on the basis of data coming from the years 1956-1957, about 90 per cent of the criminal cases made over to the law-courts with an indictment went through the hands of the police. The majority of the remaining 10 per cent of cases were dealt with direct by the Public Prosecutor’s Office (cases for a great variety of serious offences) or else by certain administrative organs (cases of minor forest thefts, tax offences, minor frauds in commerce, and a few others). In this way, police statistics may be considered as a source which makes it possible to form a relatively full picture of the offences brought to light in Poland. Certain transformations have also been undergone by the problem of the statistical unit accepted by police statistics. While previously (down to 1956-1957) such a unit was a criminal case (which might comprise a larger number of them), at present such a unit, in principle, consist of one offence. By offences, in police statistics, are understood felonies or misdemeanors, i.e. acts dealt with by the 1932 Criminal Code, still in force, or by special penal statutes, and for which the penalty is over three months custody or a fine of over 4500 zlotys. The statistical material contained in the present contribution has not been published so far, apart from the basic information provided by the Statistical Year-Books for the years 1956, 1957, and 1958. The number of the population of Poland increased from about 27 000 000 to 29 000 000 during the 1954 to 1958 period, while the number of city and town dwellers increased from about 11 300 000 to 13 500 000, and that of village dwellers decreased from 15 700 000 to 15 500 000 in the same period. In the course of the above-mentioned period, therefore, the number of offences known to the police increased by 35 per cent, but the rate of delinquency, in connection with a certain increase in the total number of the population, increased only by 27 per cent. In the period preceding the Second World War, in the years 1927 to 1937, the number of offences brought to light every year was considerably larger (in 1934 as many as 658 thousand were registered, and in the years 1935 to 1937 nearly 600 thousand per annum); the rate of delinquency was expressed by the following coefficients: in 1934 - 2000, in 1935 - 1770, in 1936 - 1760, and in 1937 - 1710. The magnitude of delinquency in the years 1954 to 1958 differed considerably as between the territories of the several voivodeships. The highest rate of delinquency could be observed in the voivodeships of the Western Territories, with the exception of the voivodeship of Opole (in the several years of the period under investigation coefficients oscillated between 1450 and 2130), in the two largest cities: Warsaw (2470 b 2760) and Łódź (1590 to 1970), as well as in the most highly industrialized and urbanized region of the country' formed by the voivodeship of Katowice (1400 to 1680). Nearly one-third of all the offences known to the police were committed on the territory of a mere three voivodeships (those of Katowice, Wrocław, and the City of Warsaw), which contain rather over one-fifth of the country's population. The offences brought to tight by the police have been divided into four groups according to their kind: group I consists of offences against property, group II - of economic offences, group III – of offences against life and health, and group IV – of all the other offences. Offences against property, which comprise the accaparation of social property, thefts of individual property, robberies, frauds, forgeries, and damage to property, in 1954 and 1955 constituted about 70 per cent of all the offences brought to light (the number of such offences known to the police in these years was 214 470 and 238 911 respectively), in 1956 and 1957 about 65 per cent (241 543 and 261 621 offences respectively), and in 1958 about 60 per cent (251 788 offences). Their rate, in the years 1954 to 1958, was expressed by the figure of from 780 to 920 offences per 100 000 of the population. In the 1954 to 1958 period, approximately 91 000 to 124 000 offences of accaparating social property were brought to light annually, while their number kept continually increasing down to 1957; in 1958 about 117 000 of them were made known to the police. It is a generally known and emphasized fact that the size of the obscure figure is particularly big with offences against property. It is to be presumed that this obscure figure is most conspicuous in the case of offences against social property. Among the offences against social property between 11 000 and 15 000 were burglaries. Out of a total of 11 989 of such offenses brought to light in 1958, 24 per cent were committed in the country (so that there were 188 of them for each 100 000 village dwellers), and 76 per cent - in the cities and towns (there were 679 of them per 100 000 of the population). According to the size of the cities and towns, the coefficients which depict the number of burglaries per 100 000 of the population assumed the following proportions: towns of up to 50 thousand inhabitants - 622, from 50 to 100 thousand inhabitants - 651, 100 to 200 thousand inhabitants - 676, and over 200 thousand inhabitants - 810. During the 1954 to 1958 period an approximate annual figure of from 111 000 to 131 000 thefts of individual property was known to the police, but as from 1955 their number diminished from year to year reaching the figure of 112 883 in 1958. Of the latter offences, 31 per cent were committed in the country (coefficient: 230), and 69 per cent in the cities and towns (coefficient:580). In the case of theft of individual property there was also a dependence between the size of the towns and the rate of such offences: in towns with a population below 50 thousand it was expressed by a coefficient of 470, in towns of between 50 and 100 thousand inhabitants - 720, from 100 to 200 thousand inhabitants - 620, over 200 thousand inhabitants - 750. Thefts of individual property with burglary amounted to 11 577 in 1958 (and their number has kept decreasing from year to year, starting from 1955, when 18 455 of them were known to the police. 13 per cent of them have been committed in the country (coefficient 154), and 87 per cent in the cities and towns (coefficient 689). According to the size of the towns, going from the smallest to the largest, the coefficients showing the rate of such offences were expressed in the following figures in 1958: 397, 918, 929 and 1067. If we count together the accaparation of social property and thefts of individual property and treat them jointly as thefts, it would appear that in the years 1954 to 1958 from 200 000 to 245 000 such offences were made known to the police every year; their rate was expressed by the figure of from 750 to 860 per 100 000 of the population. In the years 1954 to 1957 from 3000 to 4000 forgeries were known to the police every year; their number has tremendously increased in 1958, reaching the very figure of 6300 (i.e. 217 per 100 000 of the population). The number of robberies brought to light by the police amounted to 2066 in 1954 (coefficient:76), 2503 in 1955 (coefficient: 91), 2905 in 1956 (coefficient: 103), 3185 in 1957 (coefficient: 112), and 2503 in 1958 (coefficient: 89). The decrease in the number of such offences recorded in 1958 is estimated as connected with a real decrease in their number. Of the total of robberies known to the police in 1958, 35 per cent were committed in the country (thus there were 46 of them per 100 000 of the population), and 65 in the cities and towns (138 per 100 000 of the urban population). According to the size of the towns (from the smallest to the largest) the coefficients depicting the rate of robberies committed there looked as follows: 85, 141, 194, 213. The number of cases of receiving stolen goods has considerably increased within the 1954 to 1958 period, from 816 in 1954 (coefficient: 32), to 1880 in 1958 (coefficient: 65). Group Two of offences, described by the name of economic offences, has been made to include cases of speculation, corruption and neglect of duty by civil servants resulting in damage to the State economy, further, Treasury offences, and currency offences. In the years 1954 to 1957 from 36 000 to 40 000 such offences were known to the police every year; in 1958 their number has considerably increased, probably in connection with a greater diligence in prosecuting them, and amounted to as many as 53 579 (coefficient: 190). Group Three - that of offences against life and health - comprises: murder and manslaughter, infanticides, inflicting grievous injury to the body, and brawls. The total number of such offences has very considerably increased in the years 1954 to 1958, namely from 18 583 in 1954 (coefficient: 70) to 28 910 in 1958 (coefficient: 100), i.e. by about 60 per cent. Their share among all the offences recorded by the police has increased from 13 per cent in 1954 to 21 per cent in 1958. In the years 1954 to 1958 from 700 to 900 murders and manslaughters were recorded annually; in 1958 803 of them were known to the police, of which 620 were carried out and 183 attempted. Consequently there were 28 such offences per 100 000 of the population that year. In 1937 3 314 murders and manslaughters were recorded, i.e. 96 per 100 000 of the population. The number of infanticides recorded by the police did not go beyond the figure of 90 per year (in 1958 there were 75 such cases). In 1937 802 infanticides were brought to light. The number of recorded cases of inflicting grievous injury to the body and of participation in a brawl (with using a dangerous tool or else if death or grievous injury to the body were the result) has very considerably increased in the years 1954 to 1958 from 5 508 in 1954 (coefficient: 204) to 10 005 in 1958 (coefficient: 346). In 1954 6146 cases of inflicting serious or very serious injury to the body were known to the police (coefficient: 227), in 1958 – 8 350 (coefficient: 289). In 1954 6123 cases of inflicting slight bodily harm were record ed (coefficient: 227), and in 1958 _ 9677 (coefficient: 335). Of the offences included in Group Four particularly noteworthy are the offences against morality. In 1958 969 cases of rape were recorded; 901 cases of immoral acts with juveniles under 15 years of age, and 290 cases of abetting to prostitution and deriving profits therefrom. In the Polish text, the present contribution is supplemented with an annex which provides the more important items of the information collected by the police concerning road accidents, suicides, and prostitution.

15

PRAWO WŁAŚCIWE DLA ODPOWIEDZIALNOŚCI ZA SZKODĘ SPOWODOWANĄ PRZEZ WYPADKI DROGOWE Z UDZIAŁEM AUTONOMICZNYCH POJAZDóW

51%

Świerczyński M., Żarnowiec Ł.

Zeszyty Prawnicze

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2019

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vol. 19

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issue 2

101-135

EN

This paper elaborates on the law applicable to liability for damage caused by road accidents involving autonomous vehicles. We analyse and criticise the existing conﬂict-of-law framework adopted in the Rome II Regulation and both Hague Conventions of 1971 and 1973. Te aspects we examine include classification of damage and liable entities. Te examination of these legal acts shows that the existing model is very complex and complicated. We present potential changes to the conﬂict-of-law regulation, having in mind the need to protect the injured person. These changes would allow for a more individual consideration of specific cases and may lead to a more satisfactory outcome of ensuing disputes.

PL

Niniejszy artykuł dotyczy odpowiedzialności za szkodę spowodowaną przez wypadki drogowe z udziałem autonomicznych pojazdów. Przedmiotem analizy i krytyki jest regulacja kolizyjnoprawna przyjęta w rozporządzeniu Rzym II oraz obu konwencjach haskich z 1971 i 1973 r. Badane aspekty obejmują klasyfikację szkód i odpowiedzialnych podmiotów. Po zbadaniu tych aktów prawnych staje się jasne, że istniejący model kolizyjno prawny jest bardzo złożony i skomplikowany. W rezultacie autorzy przedstawiają możliwe zmiany w przepisach kolizyjnych, mając na uwadze potrzebę ochrony osoby poszkodowanej. Pozwoli to na bardziej indywidualne rozpatrzenie danego przypadku i może doprowadzić do lepszego rozstrzygnięcia sporów. Wyniki mogą być przydatne dla oceny algorytmów sztucznej inteligencji w prawie prywatnym międzynarodowym.

16

CAN‑BOX - Interfejs OBD II - czyli jak uprościć badania mechanoskopijne elektronicznych podzespołów samochodowych

38%

Witczak P.

Problemy Kryminalistyki

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2022

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issue 318

EN

This article describes a project designed and developed at the Forensic Laboratory of the Voivodeship Police Headquarters in Łódź, which facilitates the mechanoscopic examination of electronic vehicle modules. It describes the basic theory of data transmission using vehicle buses and demonstrates the possibility of its application in research.

PL

W artykule opisano projekt opracowany i wykonany w Laboratorium Kryminalistycznym Komendy Wojewódzkiej Policji w Łodzi, ułatwiający prowadzenie badań mechanoskopijnych elektronicznych modułów samochodowych. Opisano podstawy teorii transmisji danych w magistralach pojazdów oraz przedstawiono możliwości jego zastosowania w badaniach.

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Application of eye-tracking in drivers testing: A review of research

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PRAWO WŁAŚCIWE DLA ODPOWIEDZIALNOŚCI ZA SZKODĘ SPOWODOWANĄ PRZEZ WYPADKI DROGOWE Z UDZIAŁEM AUTONOMICZNYCH POJAZDóW

CAN‑BOX - Interfejs OBD II - czyli jak uprościć badania mechanoskopijne elektronicznych podzespołów samochodowych