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1

O chociażby nieumyślnym naruszeniu zasad bezpieczeństwa w ruchu z ar t. 177 § 1 k.k. w aspekcie struktur wypowiedzi dyrektywalnych prawa karnego

100%

Buczek Ł.

Acta Iuris Stetinensis

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2018

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issue 21

299-318

PL

Przedmiotem niniejszego opracowania jest próba wykazania i objaśnienia istotnego znaczenia normatywnego wyrażenia „chociażby nieumyślnie” z art. 177 § 1 kodeksu karnego. W tym celu autor odcinając się częściowo od dotychczas prezentowanych w doktrynie prawa karnego poglądów na ten temat, stara się twórczo wykorzystać koncepcję czynności konwencjonalnych w prawie, wraz z wyróżnioną w niej konwencjonalizacją i formalizacją czynności konwencjonalnych. Aprobata założenia, że przedmiotowo rozumiane normy ostrożności w prawie karnym są warunkiem wstępnym normowania normy sankcjonowanej, prowadzi do uznania konieczności ustalenia chociażby nieumyślnego naruszenia zasad bezpieczeństwa w ruchu za okoliczność formalizującą pociągnięcie sprawcy danego przestępstwa do odpowiedzialności karnej.

EN

The subject matter of this paper is an attempt to demonstrate and to explain the important significance of the normative expression: “even unintentionally” used in Article 177 § 1 of the Polish criminal code. For that purpose, the author, partially opposing the points of view presented so far in the criminal law doctrine, tries to make a creative use of the concept of conventional acts in law, with a particular focus on conventionalisation and formalisation of conventional acts. The approval of the assumption that objectively understood norms of care in criminal law are a prerequisite for the normative character of the sanctioning norm, results in accepting the necessity of deeming even unintentional breach of traffic code as a condition that formalises the criminal liability of the offender committing a given crime.

2

Scope of application of the generał rule in the Rome II Regulation

88%

Wasylkowska-Michór M.

Acta Iuris Stetinensis

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2020

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vol. 30

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issue 2

89-106

EN

The purpose of the paper is to determine the scope of application of Article 4(1), which con- stitutes the general rule of the Rome II Regulation concerning the law applicable to non- contractual obligations. Article 4(1) says that: unless otherwise provided for in this Regula¬tion, the law applicable to a non-contractual obligation arising out of a tort/delict shall be the law of the country in which the damage occurs. However, this rule is subject to numerous exceptions, which the author divided into three groups: 1) exceptions resulting from the structure of Article 4 (Article 4(2) - common habitual residence in the same country, and Article 4(3) - escape clause), 2) exceptions resulting from the whole Regulation (Articles 5 to 9 - separate regulations for different types of tort, Articles 10 to 12 - separate regulations for non-contractual obligations, Article 14 - freedom of choice, Article 16 - overriding man- datory provisions, Article 17 - rules of safety and conduct), 3) restrictions resulting from other acts of EU and international law (the Hague Convention of 4 May 1971 on the Law Applicable to Traffic Accidents). The analysis resulted is the thesis that Article 4(1) of the Regulation applies to a few types of cases (mainly traffic accidents), which, however, happen quite frequently. The author of the paper refers to the provisions of law (analysis of existing legal regulations), as well as to literature based on these provisions, and therefore uses the dogmatic and legal methods of scientific research.

3

Actions in situations threatening other people declared by the candidates for Military University of Land Forces

63%

Kaluzny R., Marian M., Mitula M.

Scientific Journal of the Military University of Land Forces

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2019

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vol. 51

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issue 4(194)

646-656

PL

Autorzy prezentują wyniki badań informujące o deklarowanej gotowości i o sposobach niesienia pomocy ludziom, znajdującym się w sytuacjach zagrażających ich zdrowiu lub życiu. Celem tego badania jest pozyskanie wiedzy o kandydatach do Akademii Wojsk Lądowych (absolwentach szkół średnich), o ich aktywności i zachowaniach w sytuacjach kryzysowych. Badaniem objęto 89 osób (47 kobiet i 42 mężczyzn) wybranych losowo spośród 1100 kandydatów ubiegających się o przyjęcie do akademii. Wyniki badań dowodzą, że o indeks we wrocławskiej uczelni wojskowej zabiegają – w znakomitej większości – kandydaci empatyczni, życzliwi, w sytuacjach zagrażających innym ludziom skłonni do skutecznej pomocy.

EN

The authors present the results of research on the declared readiness and ways of helping people who are in situations threatening their health or life. This research aimed to acquire knowledge about candidates for the Military University of Land Forces (secondary school graduates), about their activities and behavior in emergencies. The study included 89 people (47 women and 42 men) selected randomly from among 1100 candidates applying for admission to the University. The results of the research show that the student record book at the Wroclaw Military University is desired – in the vast majority – by empathic and friendly candidates who are willing to provide effective assistance other people in threatening situations.

4

Alkohol a wypadki drogowe w Polsce w latach 1975-1984

55%

Gaberle A.

Archiwum Kryminologii

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1987

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issue XIV

151-200

EN

The basic aim of the study was to investigate the influence of alcohol consumption on the road traffic safety in Poland. For this purpose, statistical data were used, published. by the Road Traffic Department of the Civic Militia Headquarters in the years 1975-1984, as well as the data published in Statistical Yearbooks of the Central Statistical Office for these years. It was impossible to include earlier periods in the analysis as in 1975 the rules of statistical registration of traffic accidents were changed, making the data from before 1975 uncomparable. When analysing the problem of the influence the extent of alcohol consumption has on road traffic safety, attention should be drawn to two problems. Firstly, accidents are caused not only by drunk drivers of vehicles but also by drunk pedestrians. Secondly, the drunkenness of the participants of traffic is not an isolated factor but it acts in correlation with other factors, such as e.g. faulty configuration of the road or wrong organization of road traffic. The taking into account of the above problems complicates the analysis of the discussed subject; however, they should not be left out of consideration. A collision of a car with a pedestrian has for many years now been the most frequent type of a traffic accident in Poland, amounting to 43-45 per cent of all traffic accidents. Moreover, traffic accidents caused by drunk pedestrians constitute 43-50 per cent of all accidents caused by drunk persons. Therefore, the contribution of drunk persons to traffic accidents in Poland is considerable; yet it is very difficult to find out how many drunk pedestrains participate in traffic and, in this connection, what is the relation between the number of such persons and that of accidents they cause. For that matter, such difficulties arise also , when one tries to find out the number of drunk drivers of vehicles as in Poland there are no data available which would make such an estimation possible. In spite of these difficulties, the basic hypothesis has been confirmed, according to which the greater the extent of alcohol consumption, the. Higher the frequency of traffic accidents caused by drunk persons. As shown by a statistical analysis by means of the correlation coefficient, there is a strong direct correlation between the two phenomena (r =0.680). This correlation was true for the years 1975-1980 only, while for the years 1981-1984 the smaller was the extent of alcohol consumption, the greater was the frequency of traffic accidents caused by drunk persons. It should be assumed that this absurd result was caused by the lowering of the official figures on the extent of alcohol consumption in Poland in the years 198l-1984 which did not take into account the consumption of illegally distilled alcohol. An estimation was made of the above figures and thus the approximate actual extent of alcohol consumption in Poland in the years 1981-1984 was established. Also the results of traffic accidents caused by drunk persons were studied. Judged by the number of deaths per accident, they .appeared to be much more serious than those caused by sober participants of traffic. The difference between the results of accidents caused by drunk as compared with sober persons was also found to vary according to whether the drunk perpetrator was a pedestrian or a driver, and what vehicle he was driving in the latter case. For instance, while 0.114 persons per accident died in traffic accidents caused in 1979-1984 b sober pedestrians, the ratio was 0.156 in the case of drunk pedestrians; the respective ratios were 0.116 and 0.191 in the case of sober vs. drunk drivers of passenger cars, and 0.132 and 0.320 in the case of sober vs. drunk drivers of tractors. The distribution of traffic accidents caused by drunk persons according to the time of the day, day of the week and month of the year was also analysed. The yearly distribution of accidents caused by drunk pedestrians appeared to shape differently as compared with accidents caused by drunk drivers. Drunk drivers of vehicles cause the greatest number of accidents in the period from July till October. and drunk pedestrians - from October till January. Also the analysis of the territorial distribution of traffic accidents caused by drunk persons brought interesting results, Drunk pedestrians cause traffic accidents first and foremost in towns (about two thirds of such accidents), in big cities in particular, whereas drunk drivers cause accidents mainly on roads out of towns (about 60 per cent of such accidents). The lack of data concerning the extent of alcohol consumption in the separate voivodships greatly complicated the analysis of the territorial distribution of traffic accidents caused by drunk persons. However, it was possible to arrive at the following conclusion: the number of accidents caused by drunk participants of road traffic per 10.000 of the population of a given voivodship (the index of occurrence of such accidents) depends not only on the extent of alcohol consumption in the voivodship but also to some degree on its urbanization and development of road transport. Particularly in voivodships where a high level of urbanization (measured by the size of the urban population) and a highly developed road transport (measured by the number of persons per one passenger car) is not accompanied by an adequate quality of roads and good organization of road traffic; the large number of accidents caused by drunk persons cannot be explained by a high level of alcohol consumption. Bad road conditions exert the greatest influence on those of the participants of traffic who find it difficult to adapt their behavior1r to the complex situation on the road, i.e. on drunk persons, among others, whose intellectual and psychomotoric efficiency is handicapped due to the effects of alcohol. Bad road conditions may ,,produce" errors committed by drunk participants of traffic, and lead to traffic accidents caused by these persons, thus making the number of such accidents larger than that expected when considering the .number of drunk' participants of road traffic. However. there are voivodships where the factors leading to traffic accidents caused by drunk persons do not seem to be major and yet the number of such accidents is considerable. These are probably the voivodships where the extent of alcohol consumption is particularly high. It should be added that the taking up of the subject included in the title was justified by the seriousness of the problem. In the years 1975-1984, the number of traffic accidents caused by drunk persons was on a constant increase in Poland. While accidents caused by drunk persons constituted 21.5 per cent of all accidents in 1975, their respective share was 26.5 per cent in 1984. Therefore, it is imperative to apply measures that could stop a further growth of this dangerous tendency.

5

Evaluace dopadu dopravně-preventivního projektu „Dožij se dvaceti“

51%

Neusarová J., Šucha M., Dominik T.

Psychologie a její kontexty

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2018

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vol. 9

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issue 1

53–70

EN

The objective of the present article is to describe and evaluate a pilot traffic safety project, “Live to Be Twenty”, run by the Kolečko endowment fund and its partners. Targeted at students in the 17-19 age category, the project was carried out from September 2015 to June 2016 at selected secondary schools, including grammar schools, in the Central Bohemia and Ústí nad Labem regions. The paper provides an outline of the basic concepts concerning the raising of public awareness of traffic safety-related issues, particularly as regards adolescents’ risk-taking behaviour and their specific personality aspects and the ways in which the environment may influence their thinking and behaviour. General statistics showing the rates of injuries among children and adolescents are also provided. The main focus of the article is on prevention and traffic education, with a view to the secondary school context, and the young people’s readiness to provide first aid. In addition, the paper examines thoroughly the effectiveness of the project and the degree of its effect on its participants. It seeks to establish to what extent the project may have influenced the thinking, attitudes, and behaviour of the young people who participated in it. The evaluation study was intended to answer the questions of whether and to what extent the project had an impact on the students (and for how long). The results suggest that the project had a significant effect on the students’ attitudes and their readiness to provide first aid. However, this effect was short-lived: no effect was demonstrated at a three-month follow-up. In conclusion, the findings are, used to recommend changes for the future implementation of the project, including the better practical utilisation of the experience and results generated by the project and incorporating the project into a long-term and systematic policy covering the school-based prevention of risk behaviour.

6

Umyślne spowodowanie katastrofy lub jej bezpośredniego niebezpieczeństwa w ruchu drogowym. Kontrowersje wokół kwalifikacji prawnej

51%

Pawelec K. J.

Problemy Kryminalistyki

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2017

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issue 297

36-43

EN

Causing a catastrophe in road traffic or the direct danger of its occurrence by deliberate misconduct has been a subject of disputes in both judicature and in science. In principle it was excluded that such a catastrophe or its immediate danger might be committed purposefully, with a direct intent, unless it involved a criminal offense, such as a terrorist attack that might consist in a multiple manslaughter, diversion or sabotage. On the other hand, committing the said offenses intentionally, but just with a prospective intent, consisting essentially in the ability of anticipation of the outcome and consenting to it in practice, occurred rarely and has not been excluded but conditioned by occurrence a few factual circumstances that required conducting a reasoning process. This problem is discussed in the hereby article, which presents difficult and controversial issues, occurring not only in the Polish law. It presents the basic issues in the process of recognising the statutory signs of the crime of causing a catastrophe and its immediate danger, the subject matter of the identified offenses, their subject party and the coincidences of the law. It signals the existence of numerous difficulties of evidential nature with regard to determining guilt of a perpetrator who is not always a road user, even though linked with it indirectly. These considerations may be particularly useful for practitioners dealing with such types of crime, including criminal prosecution of traffic accidents.

PL

Spowodowanie katastrofy w ruchu drogowym bądź sprowadzenie bezpośredniego niebezpieczeństwa jej nastąpienia z winy umyślnej zarówno w orzecznictwie sądowym, jak też w nauce wywoływało spory. Zasadniczo wykluczone zostało spowodowanie takiej katastrofy lub sprowadzenie jej bezpośredniego niebezpieczeństwa z winy umyślnej, w zamiarze bezpośrednim, chyba że chodziło o popełnienie innego przestępstwa, na przykład o charakterze terrorystycznym, w tym dokonanie zabójstwa wielu osób, dywersji, sabotażu. Z kolei popełnienie wskazanych przestępstw z winy umyślnej, ale w zamiarze ewentualnym, polegającym zasadniczo na możliwości przewidzenia oraz godzeniu się na skutki w praktyce, występowało sporadycznie i nie zostało wykluczone przy spełnieniu kilku okoliczności faktycznych, które wymagały przeprowadzenia procesu dowodzenia. Tej tematyce został też poświęcony niniejszy artykuł. Porusza on problemy trudne i kontrowersyjne, występujące nie tylko na gruncie prawa polskiego. Przedstawia zagadnienia podstawowe w procesie rozpoznania ustawowych znamion przestępstw spowodowania katastrofy i sprowadzenia jej bezpośredniego niebezpieczeństwa, problematykę strony przedmiotowej wskazanych przestępstw, ich stronę podmiotową oraz zbiegi przepisów. Sygnalizuje występowanie licznych trudności natury dowodowej w zakresie ustalenia winy sprawcy nie zawsze będącego uczestnikiem ruchu drogowego, chociaż z nim związanego w sposób pośredni. Przedłożone rozważania mogą być szczególnie przydatne dla praktyków zajmujących się zawodowo tego rodzaju przestępczością, w tym także prowadzeniem postępowań karnych w sprawach o wypadki drogowe.

7

Katastrofa w ruchu drogowym a nagłość zdarzenia, glosa do wyroku Sądu Najwyższego z 4 grudnia 2019 r., V KK 143/19, OSNKW 2020, nr 4, poz. 13

45%

Pawelec K. J.

Problemy Kryminalistyki

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2021

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issue 313

EN

The judgment I am going to comment on is particularly valuable for practice, especially as regards proving crimes that consist in causing traffic disasters or its immediate danger, and bringing about traffic accidents. This is because it refers to, so-called chain collisions that are more and more frequently encountered on motorways, expressways and in urban traffic. These accidents, also known as pile-ups, involve multiple vehicles. The judgement concerned the issue of a car crash unintentionally caused by the perpetrator who had fallen asleep while driving the vehicle. Particular attention was paid to the issue of the suddenness of the incident, its duration, location, as well as the concept of the unity of the act, which was treated from the legislative point of view, although that caused disputes. Unfortunately, the judgment ignores important evidential issues, such as: reasons for falling asleep and whether they were the driver’s fault: i.e. fatigue, health condition, medications taken, and does not take into account the violation of safety regulations by other participants of the pile-up. Thus, it introduces an element of randomness of the effect, and transfers its consequences to the driver who fell asleep; although it was him who caused the threat but its effects could not have been foreseen by him, and he cannot be burdened with such an obligation.

PL

Glosowany wyrok jest szczególnie cenny dla praktyki, zwłaszcza w zakresie dowodzenia popełnienia przestępstw spowodowania katastrofy w ruchu drogowym, sprowadzenia jej bezpośredniego niebezpieczeństwa, a nawet wypadku drogowego. Dotyczy on bowiem coraz częściej spotykanych na autostradach, drogach ekspresowych i w ruchu miejskim tzw. zderzeń łańcuchowych, określanych również jako karambole, w których brało udział wiele pojazdów. Odniesiono się w nim do problematyki nieumyślnego spowodowania katastrofy, której sprawca zasnął podczas kierowania pojazdem. Szczególną uwagę poświęcono zagadnieniom nagłości zdarzenia, jego czasokresu, umiejscowienia, jak też koncepcji jedności czynu, którą potraktowano z punktu widzenia normatywnego, chociaż jest to kwestia wywołująca spory. Niestety, wyrok pomija istotne aspekty dowodowe związane z przyczynami zaśnięcia i jego zawinieniem, tj. zmęczeniem, stanem zdrowia, zażywanymi lekami, nadto nie podejmuje rozważań związanych z naruszeniem zasad bezpieczeństwa przez innych uczestników karambolu. Tym samym wprowadza element przypadkowości skutku, a jego konsekwencje przerzuca na osobę, która zasnęła, choć to ona wywołała stan niebezpieczeństwa, ale jego skutków nie była w stanie przewidzieć, jak też takiego obowiązku nie można było na nią nałożyć.

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