《海上交通安全法》修改中对国家海洋权益的考量

《中华人民共和国海上交通安全法》实施至今,中国海上交通管理体制和模式已经发生了很大变化,随着国家＂海洋强国＂战略的实施和海上交通安全管理理念的转变,《中华人民共和国海上交通安全法》面临着修改的迫切需要。面对中国与周边国家海上权益及争端日趋激烈的形势,在探讨海洋强国战略下海上交通安全新内涵及《中华人民共和国海上交通安全法》维护国家海洋权益的基础后,分析指出《中华人民共和国海上交通安全法》在维护海洋权益上存在的问题,建议《中华人民共和国海上交通安全法》在制度上设置方面,建立管辖海域巡航制度、完善港口国监督制度、明晰无害通过和紧追制度、确立中国籍船舶的域外管辖制度、明确部门协作制度,以期更有力地维护国家海洋权益。     

From porn to cybersecurity passing by copyright: How mass surveillance technologies are gaining legitimacy … The case of deep packet inspection technologies

Recent coverage in the press regarding large-scale passive pervasive network monitoring by various state and government agencies has increased interest in both the legal and technical issues surrounding such operations. The monitoring may take the form of which systems (and thus potentially which people) are communicating with which other systems, commonly referred to as the metadata for a communication, or it may go further and look into the content of the traffic being exchanged over the network. In particular the monitoring may rely upon the implementation of Deep Packet Inspection (DPI) technologies. These technologies are able to make anything that happens on a network visible and recordable. While in practice the sheer volume of traffic passing through a DPI system may make it impractical to record all network data, if the system systematically records certain types of traffic, or looks for specific patterns in all traffic, the privacy concerns are highly significant. The aim of this paper is twofold: first, to show that despite the increasing public awareness in relation to the capabilities of Internet service providers (ISPs), a cross-field and comparative examination shows that DPI technologies are in fact progressively gaining legal legitimacy; second to stress the need to rethink the relationship between data protection law and the right to private life, as enshrined in Article 8 of the European Convention on human rights and Article 7 of the European Charter of fundamental rights, in order to adequately confine DPI practices. As a result, it will also appear that the principle of technical neutrality underlying ISP's liability exemptions is misleading.     

吸毒驾驶相关立法现状及完善建议

吸毒后驾驶行为（简称毒驾行为）是指非医疗目的服用国家管制的精神药品和麻醉药品后（查获时毒品检测呈阳性）驾驶机动车的行为^[1]。当前,我国因毒驾导致的各种问题正逐渐显现并呈愈演愈烈之势,社会焦虑感日益增强,严重威胁着道路交通安全和社会和谐稳定。我国关于毒驾的法律法规尚不完善,“毒驾入刑”仍在论证中,具体的处理程序、法律责任等尚不明确。本文就我国吸毒后驾驶相关的立法现状给予总结,并借鉴我国酒驾相关立法的规定,科学分析我国毒驾相关立法完善的难点,并提出有针对性的立法建议。     

山地城市城郊山区旅游交通特性与规划实践——以重庆市南山景区为例

针对山地城市城郊山区旅游景区的特殊性,以旅游交通特性分析为基础,探讨了该类旅游交通规划的基本理念,结合重庆市大南山旅游交通规划实践,构筑城郊山地旅游交通新格局。     

Patterns of Ecchymoses Caused by Manner of Death and Collateral Injuries Sustained in Bruising Incidents: Decedent Injuries,Profiles, Comparisons,and Clinicopathologic Significance

Abstract: We investigated how ecchymoses could be used to predict other injuries, or help establish the cause of death. Ecchymoses, fractures, lacerations, abrasions, and other data were recorded. Eleven percent of decedents had ecchymoses. Motor vehicle accident by car (MVA‐C) was the most common cause of ecchymoses and showed the most collateral injuries. Decedents of natural causes were more likely to have ecchymoses without collateral injuries. There appeared to be two groups of decedents with ecchymoses: one group is younger, comprised of victims of MVA‐C and homicides, with more injuries related to ecchymoses than others; another is an older group of victims of other accidents, natural causes, and suicide. There were no indeterminate causes of death among decedents with ecchymoses. Therefore, ecchymoses may be a surrogate marker to direct the pathologist to continue to seek a cause of death should be seen, even if the case, otherwise, appears to be indeterminate.     

防范群体性事件重在消解隐患——以道路交通事故引发的群体性事件为例

防范群体性事件是当下社会面临的紧迫任务。道路交通事故群体性事件是以集体行为的形式来表现的一种社会冲突,属于经济型的直接利益冲突．具有可防性。在道路交通事故的发生到道路交通事故善后处理的整个过程中,存在诸多可能引发群体性事件的隐患,因此,构建弱势群体利益诉求表达等相关机制消解这些隐患是当务之急。     

交通无过错事故的损害救济问题研究——兼及修订后的《道路交通安全法》第76条的立法疏漏及其弥补

《道路交通安全法》第76条没有对交通无过错事故责任的承担提供具体规则。交通无过错事故中的损害应该在机动车交通事故责任强制保险的责任限额内予以赔偿,不足部分的人身损害可以由道路交通事故社会救助基金支付,仍然未获救济的损害由各方根据公平原则在可救济的范围内按照人身损害优先的顺序合理分担。     

脑外伤所致精神障碍伤残鉴定时机

目的研究脑外伤所致精神障碍伤残相对合理准确的最佳鉴定时机。方法对93例交通事故脑外伤所致精神障碍患者进行伤残鉴定及随访调查,在伤后不同时间段（3、6、9、12月）分别收集患者颅脑影像学、脑电图及详细病史资料,并对患者家属进行调查和对患者进行精神检查及智力量表（Wechsler Intellegence Scale for Adult,WAIS）、社会功能缺陷筛选量表（Social Disability Screening Schedule,SDSS）和日常生活能力量表（Activity of Daily Living Scale,ADL）测验,据此进行诊断及评残。结果ADL、SDSS对不同等级伤残及不同时间段区分良好,整体样本显示患者ADL、SDSS平均值9月与12月无差别。轻度伤残ADL、SDSS平均值6、9、12月无差别,中度伤残ADL、SDSS平均值9月与12月无差别,重度伤残ADL平均值6、9、12月无差别。结论脑外伤所致精神障碍伤残鉴定轻度伤残以伤后6个月评定为宜,中度伤残以伤后9个月评定为宜,重度伤残统计结论显示评残时机为伤后6个月,但综合分析认为重度伤残以伤后9个月评定为宜。     

论医疗事故鉴定体制的改革

医疗事故技术鉴定制度和司法鉴定制度均存在诸多弊端,两种制度并行的状况更引发了一系列的问题。为此,应取消医疗事故技术鉴定,在司法鉴定体制基础上进行改革,通过建立全国统一的医学专家库,设立“首席”鉴定人,完善鉴定人员准人机制,改革鉴定人出庭接受质询及专家辅助人制度,以此达到构建统一的新型医疗鉴定制度的目的。     

Influence of alcohol intoxication of pedestrians on injuries in fatal road accidents

Pedestrians belong to the group of road users with the highest mortality rate. The frequency of road accidents involving pedestrians is 2% but pedestrians represent as many as 13% of all road accident deaths. Because of the mechanism and dynamics of injury and the effects of alcohol on physical and mental performance, pedestrians under the influence of alcohol are classed among the road users most at risk.Our retrospective study included 125 pedestrian fatalities treated at the Institute of Forensic Medicine, Faculty of Medicine, University of Ljubljana between 1999 and 2006. We classified the victims into two groups by blood alcohol level Group I (alcohol positive) and Group II (alcohol negative), defined differences in gender, age, incidence of injuries and established causes of death and period of survival following the road accident. In Group I (n = 53) 96% were male and 4% female; the average age was 45.6 years. In Group II (n = 72) 40% were male and 60% female; the average age was 63.1 years. The percentage of injuries to individual parts of the body was higher in Group I than among the deceased pedestrians in Group II. The most common cause of death in both groups was craniocerebral trauma. Death occurred in the first 6 h following the accident in 92% of cases in Group I and in 69% of cases in Group II.Alcohol-positive pedestrians are predominantly younger men, who have a higher level of risk of a road accident, greater incidence of injuries and a shorter period of survival following a road accident.