The research analyzes the possibile development of road traffic liability, product liability and car insurance in the face of the progressive automation of the global vehicle fleet. Moving from a historical overview of the rules currently governing road traffic liability on the European continent, the research shows how this subject has developed over the decades, looking for a difficult balance between effective protection of injured parties and economic efficiency. As a result, road traffic liability regimes have some unique characteristics, which are expected to remain relevant even when the global vehicle fleet is composed of highly automated vehicles. The challenges posed by automation change with the degrees of technological advancement. By seeking to enhance the dialogue with technology, the research shows that there are realistic evolutions and utopian prospects, and that the excessive focus on the latter has contributed to an underestimation of the impact that more basic forms of autonomy have on road traffic. In fact, the Advanced Driver Assistance Systems (ADAS) – although they do not require amendments to existing civil liability systems – have so far been developed by requiring humans to adapt to the machine, and not the other way around. In contrast, safety needs would dictate that the software of the future be designed following a human-centered philosophy. More advanced levels of automation raise question about whether current traffic liability regimes should be amended, especially given the fact that the vehicle owner is no longer in the best position to manage risks. Preliminarily highlighting the need for a liberal and confident approach toward innovation, hypotheses for regulation that have emerged in the debate have been analyzed: given the difficulty of finding a clearly winning compromise between protecting third parties and incentivizing innovation, it is believed that the key lies in a simple, technically aware, sector-specific regulation that is adaptable to the multiple mobility scenarios of the future. The soft-law can be a useful tool for managing the technology's market debut, while waiting for evidence to suggest in which direction the technology will evolve and – consequently – the most appropriate civil liability framework.

Pochi studi hanno indagato le conseguenze psicologiche di incidenti stradali che coinvolgono adolescenti e giovani adulti (Blanchard at al., 2005; Steil et al., 2001). Attraverso un approccio multi-metodo la ricerca indaga le reazioni psicologiche di genitori e ragazzi ad incidenti stradali, le risposte familiare in grado di svolgere una funzione protettiva e l'impatto psicologico delle modalità di comunicazione del personale sanitario. 50 ragazzi (13/23 anni), vittime di incidenti stradali e i rispettivi genitori hanno risposto a 3 questionari e ad un'intervista narrativa. La reazione dei ragazzi risulta indipendente dalla gravità dell'incidente, mentre la risposta familiare è organizzata in funzione di tale gravità. Emerge un effetto di mediazione della comunicazione del personale sanitario. / Few researches focused on psychological impact of motor vehicle accidents on adolescents and young adults (Blanchard et al., 2005; Steil et al., 2001). This research uses a multi-method approach to explore adolescents' and their parents' psychological reaction to motor vehicle accidents and family patterns protective. The study also investigates the impact of doctors' and nurses' communication strategies. 50 subjects aged 13-23 involved in motor vehicle accidents and their parents answered to 3 questionnaires and a narrative interview. Adolescents' stress response is not related to severity of physical injuries. Severity of physical injuries organizes family answer. The research underlines a mediation effect of doctors' and nurses' communication strategies.

La criminalità sembra essere fortemente concentrata in un ristretto numero di micro aree di una città. Studi condotti in diverse città degli Stati Uniti mostrano come il 50% degli eventi criminali si concentrino nel 3%-6% dei segmenti stradali delle città stesse. Partendo da questi risultati, Weisburd, Groff e Yang si sono interrogati sulla effettiva presenza di una legge delle “concertazioni criminali” che sia applicabile a diverse città e che rimanga stabile nel tempo. Infatti, nonostante la generale diminuzione dei tassi di criminalità a Seattle, gli autori hanno riscontrato che, negli ultimi 16 anni, la stessa percentuale di eventi criminali si concentra in un egual numero di segmenti stradali della città. Questi risultati sono confermati da un altro studio condotto a Tel Aviv-Jaffa (Israele), suggerendo la presenza di una sorta di “normale livello di criminalità” tra città a livello micro. Il presente studio mira a testare la presenza di “concentrazioni criminali” in un contesto differente rispetto a quello degli Stati Uniti, dove tale ipotesi non è ancora stata testata e dove non sono ancora stati sviluppati studi quantitativi a livello di segmento stradale. In particolare, è stata condotta un’analisi sui segmenti stradali nella città di Milano (Italia) ed è stata confermata la presenza di micro-concentrazioni criminali. Inoltre, per capire le principali cause della presenza di tali concentrazioni nella città di Milano, sono stati elaborati dei modelli di regressione binomiale negativa (negative binomial regressions models). I risultati dimostrano come i fattori di disorganizzazione sociale sembrano avere una maggior influenza sulla criminalità a livello di segmento stradale, se comparati ai fattori appartenenti alle teorie dell’opportunità. / There is a strong evidence that crime is tightly concentrated in a small number of micro places in urban areas. Indeed, studies conducted in different U.S. cities show how 50% of crime events are concentrated in about 3% to 6% of street segments. Moving from these findings, Weisburd, Groff and Yang raise the issue as to whether there is a law of crime concentrations, applicable across different cities and stable over time. Indeed, despite the general decrease of crime trends in Seattle, the authors find that almost an equal number of street segments in the city produce the same proportion of crime in the 16-year period under study. These results were confirmed in Tel Aviv-Jaffa (Israel), suggesting the presence of a sort of “normal level of crime” among cities at micro level. This study aims at testing the presence of crime concentrations outside the U.S., in a different context, where this hypothesis has not yet been tested and quantitative studies at street segment level have not yet been developed. In particular, a street segment analysis was conducted in Milan (Italy) and the presence of crime concentrations was confirmed. In addition, in order to understand the main determinants of crime concentrations in Milan, a set of negative binomial regressions models were run. Findings show how social disorganisation factors seem to have stronger influence on crime at street segment level, compared to opportunity factors.