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　　CCTV News:India is preparing to implement the second round of counter-measures and Mexico is preparing for the second round of retaliation. In the past few days, the trade conflict between the United States and its allies has escalated step by step, and the pressure on Trump from its allies has also increased. In the melee, some American scholars worry that the current government’s practice will accelerate the decline of the United States.

　　According to the "India Times" reported on the 17th, the documents of the World Trade Organization (WTO) show that the Indian government has proposed to impose tariffs ranging from 10% to 50% on 30 kinds of imported goods from the United States as a counter-measure to impose tariffs on steel and aluminum on the Trump administration.

　　This is the second time in less than two months that India has launched a counter-measure against the unilateral trade actions of the United States — —In May, India imposed tariffs on 20 kinds of American imports, including almonds and apples, with the highest tax rate as high as 100%.The media noticed that in the second round of India’s counterattack, the American goods with the highest tax rate, that is, the 50% tariff, happened to be Harley motorcycles that were regarded as the classic symbol of American manufacturing. Trump had previously publicly asked other countries to reduce import tariffs on Harley-Davidson motorcycles, so this move in India was accused of being "highly targeted".

　　In addition to the second round of Indian countermeasures, Reuters reported that Mexico is also studying a new round of retaliatory tariffs against the United States. After the United States imposed tariffs on steel and aluminum on Mexico, Canada and the European Union on the 1st of this month, Mexico was the first to take retaliatory measures. The targets of its first round of counter-tariffs included steel and pork, but it did not target American agricultural products with the highest yield. However, the second round of tariffs exposed by the media will target US products with a total amount of US$ 4 billion, and the targets will also become strategic soybeans and corn.

　Canadian Prime Minister Trudeau

　　In Canada, because Prime Minister Trudeau was criticized by Trump on trade issues, Canadians who have always shown a moderate image are also angry — — According to the latest survey released by Ipsos, a market research company, as many as 70% of Canadians will try to reduce the use of American products in the future.

　　The New York Times recently collected and publicized the views of some Canadian netizens on Trump’s provocation of the US-Canada trade war:

　　Some netizens said, "In American history, there is no better ally than Canada. Has Canada benefited? Sure. But now, since bilateral relations are not mutually beneficial, many people should begin to wonder how long this alliance will last. "

　　Some netizens said, "Every old American friend has realized in a cruel way that the Trump administration is unreasonable, can’t be persuaded by rational discussion, and is not our friend."

　　Some netizens said, "The United States is not the only place where Canadian goods can be exported. Canadians are warm and friendly, but we will never be bullied by the United States. "

Foreword: Desperate for the strongest.

Lao Huang has a bad habit. The top graphics card on the desktop always needs to be castrated!

Both GTX 1080 Ti in Pascal’s era and RTX 2080 Ti in Turing’s era castrated 256 stream processors on the complete core. In the Ampere era, the top RTX 3090 also cut off 256 stream processors on the complete GA102 core.

Why does P.S. chop 256 stream processors every time?

Today, the rumored RTX 3090 Ti has finally been lifted. It is the first TITAN-level desktop graphics card that has not been castrated at the core for many years, and its positioning is 8K games and content creation!

However, even if the full version of GA102 has 10,752 stream processors, it is only 256 more than RTX 3090. Obviously, the 2% performance improvement is not enough to support Lao Huang’s ambition.

To this end, NVIDIA directly relaxed the TGP of RTX 3090 Ti to 450W W. With such horrible power consumption, its acceleration frequency was directly increased from 1695MHz of RTX 3090 to 1860MHz, a full increase of 165MHz.

Horrible 450W power consumption, complete 10,752 stream processors and abnormally high core frequency, it’s hard to imagine how far RTX 3090 Ti can reach!

This is the complete GA102 core, with 7 sets of GPC, 84 sets of SM units with a total of 10,752 stream processors, 112 ROP, 336 texture units, 336 third-generation Tensor Cores and 84 second-generation RT Cores. With 24GB GDDR6X memory, the memory frequency is 21GHz, the bit width is 384Bit, and the bandwidth is 1008 GB/s..

Although it is the same as RTX 3090 with 24GB GDDR6x video memory, the capacity of a single video memory is increased to 2GB, which means that there are only 12 video memories in total, all of which are placed on the front of PCB board. Compared with RTX 3090, the heat dissipation pressure of the video memory is reduced a lot.

The detailed specifications of RTX 3090 Ti are as follows:

As can be seen from the above table, the frequency and power consumption of RTX 3090 Ti have been horribly improved.

However, even if the power consumption is sharply increased to 450W, it is not easy to make GA102 run at such a high frequency! For this reason, NVIDIA had to choose the core with better physique to make it RTX 3090 Ti, and the lack of enough high-quality cores was one of the important reasons why RTX 3090 Ti was released until today.

Since RTX 3090 Ti has not been released in China, we used a RTX 3090 Ti PGF from Sotai in this first test.

Second, Sotai RTX 3090 Ti PGF picture appreciation: 8 ice pulse heat pipes+super large vapor chamber.

11 fan blades.

The brand-new 12+4Pin power supply interface is not compatible with any previous graphics card power supply interface, so you need to buy a matching power supply again.

Bottom view, the thickness is 63mm, the standard thickness of 3 grooves.

This should be the worst radiator ever piled by Sotai.

Eight ice vein composite heat pipes, a super-large area of vapor chamber and even a video memory are covered.

Feel the weight of the radiator.

Close-up of vapor chamber, covered with thermal pads.

It is to let the fan directly blow through the graphics card and improve the heat dissipation efficiency.

On the back of the PCB board, you can see that a part of the tail end is empty, in order to let the fan directly blow through the graphics card and improve the heat dissipation efficiency.

The PCB board looks big, but in fact, the main components are on the left.

RTX 3090Ti PGF OC is equipped with Sotheby’s S.E.P power supply system, 18+3 phase power supply circuit design, integrated DrMOS is used for power supply MosFET, and tantalum capacitor is used for power supply capacitor.

The front can’t fit, and some tantalum capacitors are placed on the back of PCB.

GA102-350-A1 core, 10,752 stream processors, with a core area of 628.4mm2 and 28.3 billion transistors.

Around the core is Meguiar’s GDDR6X video memory, with a total of 12, each with a capacity of 2GB and a total capacity of 24GB. The frequency is 21GHz, the bit width is 384Bit, and the memory bandwidth is 1008 GB/s.

This is different from RTX 3090, all the video memory is placed on the front, and the temperature of the video memory is easier to control.

Third, the test platform: TT TOUGHPOWER PF1 1250W white gold power supply.

The test platform is as follows:

I9-12900K processor.

ASUS ROG MAXIMUS Z690 HERO motherboard adopts 20+1 phase power supply circuit design, and each phase contains a 90A DrMOS, a ROG superalloy inductor and a 10K black gold capacitor.

Asustek’s control of processor voltage has reached a superb level. ROG MAXIMUS Z690 HERO motherboard can make i9-12900K and i5-12600K processors run stably at very low voltage. As for how low it is, we will talk about it later.

Chichi Ripjaws S5 flame blade DDR5 5200MHz 16GBx2 sleeve, frequency 5200MHz, time sequence 40-40-76, voltage 1.1V Gear 2 mode was used in the test.

Seagate Cool Play 2TB SSD, one of the strongest PCIe 4.0 SSD at present, the sequential reading and writing speed can reach 7000MB/s, and AS SSD runs easily over 12000.

Xingu Kunlun KL-360 ARGB water-cooled radiator adopts an exclusive separate water pump, and a 70mm PWM fan is embedded in the cold head, which can directly blow to the power supply circuit of the motherboard, which can reduce the VRM temperature by 12 degrees compared with the traditional water-cooled radiator.

Asus player country PG27UQ ROG 27-inch IPS esports display.

4K UHD(3840*2160) resolution, 4ms response time, 144Hz refresh rate, G-Sync technology, IPS+ quantum dot panel, 10bit color, and Display HDR1000 certification. It is still the top e-sports display on the market.

TT TOUGHPOWER PF1 1250W white gold medal power supply, fully modular design, single channel 12V output current 104A, 1248W output power.

8 graphics cards with 8 pins, 2 CPU/ graphics cards with 8 pins, 4 SATA 6PIN and 24Pin power sockets.

This is the 16-pin power cord, which needs to occupy two 8-pin sockets of graphics cards on the power supply, and the power supply is equivalent to 3x8Pin.

Iv. 3DMark test

1、3DMark Time Spy

In the 2K resolution 3DMark Time Spy test, the graphics score of RTX 3090 Ti PGF reached 21,497, with the highest core temperature of 71℃, the highest hotspot temperature of 90℃, the memory temperature of 70℃, the highest core operating frequency of 2055MHz, the highest fan speed of 2075RPM and the highest power consumption of 452W W..

In the 4K resolution 3DMark Time Spy Extreme test, the graphics score of RTX 3090 Ti PGF reaches 11,180 points, the highest core temperature is 72℃, the highest hotspot temperature is 90℃, the highest memory temperature is 74℃, the highest core operating frequency is 2055MHz, the highest fan speed is 2091RPM, and the highest power consumption is 456W W..

　

2、3DMark

In the 2K resolution 3DMark Fire Strike Extreme test, the graphics score of RTX 3090 Ti PGF reached 22,781 points, the highest core temperature was 69℃, the highest hot spot temperature was 87℃, the memory temperature was only 68℃, the highest core operating frequency was 2055Hz, the highest fan speed was 1715RPM, and the highest power consumption was 453W W..

In the 4K resolution 3DMark Fire Strike Ultra test, the graphics score of RTX 3090 Ti PGF reaches 11,445 points, the core temperature is 70℃, the hot spot temperature is 90℃, the memory temperature is only 66℃, the core operating frequency is 2055MHz, the fan speed is 1724RPM, and the power consumption is 455W W..

V. 4K game performance test: 10% faster than RTX 3090.

1、 GTA V

2. Assassin’s Creed: Odyssey

3. castle wolfenstein: New Blood.

4. Horizon: Dawn of Zero

5. Age of Empires 4

6. Cry of the Island 5

7. Tomb Raider: Shadow

8. Extreme Racing: Horizon 5

9. Jedi survival

10. Cyberpunk 2077

11. Death ran aground

12. Wizard 3

13, no land 3

14, war machine 5

The test data are summarized as follows:

　

The goal of RTX 3090 Ti is 8K games, and then we didn’t have 8K monitors for the time being, so we only tested the results with 4K resolution.

At 4K resolution, the performance of Sotai RTX 3090 Ti PGF is 23% stronger than RTX 3080, 12% faster than RTX 3080 Ti and just 10% stronger than RTX 3090.

As for AMD’s RX 6900 XT, due to the limitation of 128MB Infinity Cache, its performance at 4K resolution is not satisfactory, and there is a 16% gap with RTX 3090 Ti.

If any students want to know the performance of RTX 3090 Ti PGF at 1080P resolution, here are the test results of "Survival of the Jedi" for your reference.

In Survival of the Jedi, RTX 3090 Ti is the first graphics card that broke through 400FPS.The average frame rate we tested was 402FPS, while the RTX 3090 was "only" 361FPS.

6. Temperature and overclocking test: The core temperature of the baking machine is only 70 degrees in half an hour.

1. Temperature test

Furmark was used to test the baking machine of Sotai RTX 3090 Ti PGF, and the test was that the room temperature was 24 degrees.

Furmark’s parameters are set to 1920*1080 resolution and 0AA. After running for 1 hour and 22 minutes, the temperature of RTX 3090 Ti is stable around 70 degrees, the temperature of Hot Spot is 80.3 degrees, and the memory temperature is only 76 degrees.The power consumption of the graphics card is stable around 450W W.

2, overclocking test

The Boost frequency of GeForce RTX 3090 Ti PGF is 1890MHz, which is 35MHz higher than that of the public version, and the TGP is as high as 450W, which is the same as that of the public version. There is still 45W overclocking space, and the maximum can be pulled to 495W by overclocking software.

After many attempts, RTX 3090 Ti PGF can pass all kinds of tests when the core frequency is increased by 110MHz, and the Boost frequency reaches the horrible 2000MHz；. GDDR6X video memory can also overclock to 21.9GHz, and the bandwidth of video memory is 1051gb/s.

After overclocking, the graphic score of 3DMark Fire Strike Ultra increased from 14,577, which was 623 points higher than 13,954 when the frequency was silent, and the increase range was about 4.5%. The highest operating frequency reaches 2160MHz. The highest power consumption reached 481 watts, and the highest temperature was only 66 degrees.

Seven, summary: the world’s strongest game graphics card!

The content of this test is briefly described as follows:

1. Performance

At 4K resolution, the performance of RTX 3090 Ti is just 10% faster than that of RTX 3090 and 23% faster than that of RTX 3080.

Compared with AMD’s flagship RX 6900 XT, RTX 3090 Ti is 16% faster than AMD. The reason for this problem is that 128MB Infinity Cache is difficult to cope with 4K resolution.

As for the resolution of 1080P, the performance of RTX 3090 Ti is also furious. It is the first graphics card that can run 400FPS in Survival of the Jedi, which is more than 10% faster than RTX 3090 and RX 6900 XT.

2. Power consumption

RTX 3090 Ti TGP up to 450W is really incredible. When running Wizard 3, the power consumption of the whole machine actually reached 600W, and when running Tomb Raider: Shadow, the power consumption was even close to 700W.

In addition, it should be noted that RTX 3090 Ti has replaced the 16-pin power supply interface, which is not compatible with the previous 8-pin and 12-pin interfaces. After buying a graphics card, you need to buy another power supply with 16Pin interface.

3, overclocking

Although the acceleration frequency of Sotai RTX 3090 Ti PGF has reached 1890MHz, it can exceed 110MHz on this basis, and finally the acceleration frequency reaches 2000MHz.

After overclocking, the performance of RTX 3090 Ti PGF can be improved by 4.5% again.

Let’s talk about Sotai RTX 3090 Ti PGF again!

As the king of stacking materials, Sotai equipped this graphics card with 21-phase S.E.P power supply system, integrated DrMOS and all-tantalum capacitor, which can easily provide 500W power.

In terms of heat dissipation, eight ice pulse composite heat pipes, three 90mm fans and super-large-scale vapor chamber can control the core temperature of GPU below 70 degrees under the state of 450W full load.

It may be hard to say whether the power consumption of 100W is worth 10% performance improvement!

But one thing is certain: if you buy this RTX 3090 Ti, you will have the strongest game graphics card in the world.

RTX 3090 Ti is the undisputed king of performance. Please refer to:

　　Cctv newsAccording to the website of the State Financial Supervision and Administration, the State Financial Supervision and Administration recently issued the Notice on Strengthening the Management of Municipal Branches of China Export Credit Insurance Corporation (hereinafter referred to as the Notice), and the heads of relevant departments answered questions from reporters.

　　1. What is the background of the formulation of the Notice?

　　A:In the early stage, the General Administration of Financial Supervision cleaned up and standardized the establishment of branches of China Export Credit Insurance Corporation (hereinafter referred to as Export Credit Insurance Corporation), and promoted the optimization of the branch layout of the company. In order to consolidate the results of clearing up the norms, make up for the shortcomings of the supervision system, and further strengthen the supervision and management of the municipal branches of export credit insurance companies, the General Administration of Financial Supervision drafted the Notice on the basis of extensively soliciting opinions from all parties.

　　Second, please introduce the main contents of the Notice?

　　A:One isComprehensively strengthen internal management. The Notice systematically standardizes the management requirements for municipal branches in terms of personnel management, post checks and balances, business scope, risk compliance, internal control and internal supervision.

　　twobeStandardize system construction and data management. The Circular requires municipal branches to realize independent statistics of business data and independent accounting of financial data, and report regulatory information to local regulatory agencies on time and accurately.

　　threebeClarify the regulatory requirements and responsibilities. The "Notice" clarifies that the municipal branches shall implement supervision and management according to the relevant requirements of the central branch of the insurance company, and the supervision responsibilities shall be divided according to the principle of territoriality.

　　3. What other work arrangements will be made after the issuance of the Notice?

　　A:In the next step, the General Administration of Financial Supervision will do a good job in the implementation of the Notice, guide the supervision bureaus to effectively strengthen the supervision and management of the municipal branches of export credit insurance companies, comprehensively improve the standardization and refinement of their internal management, give full play to the role of export credit insurance policy tools, and solidly and effectively serve the stable scale and excellent structure of foreign trade.

City Express News Lei Junfa Weibo said that Xiaomi YU7, a brand-new SUV model of Xiaomi Automobile, is expected to be officially launched in June and July next year.

It is reported that this model adopts Xiaomi family-style design, the overall style is similar to that of SU7, and the details such as headlights are highly consistent.

According to the vehicle declaration information disclosed by the Ministry of Industry and Information Technology, it is 4999mm long, 1993mm wide, 1600mm high and 3000mm wheelbase. Adopt ternary lithium ion battery. Peak power of driving motor: 220kW/288kW.

[Autohome Yancheng Promotion Channel] Good news! Currently in Yancheng, we are launching a remarkable price reduction promotion. Owners can seize this rare opportunity to enjoy up to 130,000 car purchase discounts and introduce this luxury SUV to their families at the lowest starting price 242,700. This offer is not to be missed. If you want to know more specific car pickup prices and preferential policies, be sure to click "Check Car Price" in the quotation form to ensure you get the best car purchase experience and maximum savings.

The exterior design of the Cadillac XT5 is refined and dynamic, with a family-style shield-shaped air intake grille on the front face and chrome trim to create a strong sense of luxury. The streamlined body lines outline the perfect fusion of power and elegance, and the overall style highlights the unique charm of the luxury SUV. In the details, the sharp headlight combination echoes the body outline, adding a full sense of modernity to the XT5.

The Cadillac XT5 combines elegance and power with its refined body design. The body size is 4813mm*1903mm*1682mm and the wheelbase is up to 2857mm, ensuring a spacious interior space and good driving stability. The front and rear wheel tracks are 1645mm, further optimizing the vehicle’s handling performance. The car is equipped with 235/65 R18-size tires, and the robust wheel design not only enhances the driving grip, but also gives the XT5 a unique appearance style.

The interior design of the Cadillac XT5 shows the perfect fusion of luxury and technology. The spacious interior space is wrapped in exquisite leather material to create a comfortable and textured driving environment. The steering wheel is made of leather material, which is comfortable to grip. It supports manual up and down + front and rear adjustment, which is convenient for drivers to adjust according to their needs. The central 8-inch central control screen has a clear interface, integrates multimedia systems, navigation and phone functions, and supports automatic speech recognition control, making operation more convenient.

In terms of seats, the front seats provide 4-way adjustment, backrest adjustment, high and low adjustment, and lumbar support to ensure driver comfort. The main driver’s seat also has a power seat memory function, which enhances the personalized experience. The passenger seat can also be adjusted in multiple directions, and the second row of seats also supports front and rear and backrest adjustment, allowing passengers to freely adjust the space as needed. In addition, the seats are also equipped with heating function, which further enhances the comfort of driving in winter. The rear seats support proportional reclining, providing a flexible space layout to meet a variety of loading needs. Overall, the interior design of the Cadillac XT5 is designed to provide passengers with a ride experience that is both luxurious and practical.

The Cadillac XT5 is equipped with a powerful 2.0T engine, with a maximum power of 174 kilowatts and a peak torque of 350 Nm, releasing 237 horsepower. This L4 engine is paired with a 9-speed manual transmission, providing the driver with excellent driving performance and handling experience.

Overall, the Autohome owner’s evaluation of the Cadillac XT5 was full of satisfaction and recognition. He praised the vehicle’s spacious space and rich configuration, emphasizing practicality and cost-effectiveness. He believes that this model not only highlights the style of Cadillac in appearance, but also provides many conveniences in daily use. The owner is very grateful for his choice, believing that this XT5 not only meets his needs, but also provides excellent value for money. For consumers who are interested in buying, the Cadillac XT5 is undoubtedly a trustworthy and awaited choice.

Supervisors wandering in the gray area

-the reality and future role of "professional counterfeiters"

   The development of market economy has created many new occupations. People who make a living by making fake claims are customarily called "professional counterfeiters". Because the so-called "professional counterfeiters" who walk on the edge of morality and law and wander in the gray area are in high-risk occupations, they will fall into the abyss if they are not careful. Does our society need these people? Where is the boundary between "counterfeiting" and "faking"? Where is the future of professional counterfeiters?

Text/reporter Su Xiqiang

Counterfeiting or "extortion": Liu Jiang is not the only one on trial.

In December, 2011, Liu Jiang, a professional counterfeiter known as "the first person to crack down on counterfeiting in Chengdu", was suspected of extortion.

First, on December 1st, the Wanzhou District Court of Chongqing held a hearing on Liu Jiang’s alleged extortion case-Liu Jiang (whose real name is Huang Yong) was accused of extorting more than 300 TV stations across the country on the grounds of reporting false medical advertisements broadcast by TV stations, with a total amount of 2.42 million yuan.

This news quickly boarded the prominent position of major websites. Because of its specimen significance, it not only attracts a large number of professional counterfeiters from all over the country to attend, but also brings high public concern.

Half a month later, on December 15th, Liu Jiang, who had a history of counterfeiting for 14 years, was sentenced to 7 years’ imprisonment by the Wanzhou District Court of Chongqing for extortion. The court found that Liu Jiang illegally collected money in the name of counterfeiting, and his behavior met the constitutive requirements of extortion. According to Chengdu Business Daily, Liu Jiang, who was "quite out of control at one time after the verdict", has officially entrusted a lawyer to appeal to Chongqing No.2 Intermediate Court.

Liu Jiang’s "extortion case" has aroused widespread discussion in the society, and set off a war of words about "counterfeiting" and "faking". Some people think that "counterfeiting" cannot be reduced to "fake fighting"; There are also views that "fake fighting" is also a kind of "counterfeiting".

A detail mentioned in the report of Chengdu Business Daily is intriguing: on the day of Liu Jiang’s "extortion case" verdict, the reporter searched six channels of Wanzhou TV station at different times, but no medical advertisements were found.

I have to say that Liu Jiang’s "extortion case" once again shows that professional counterfeiters are a high-risk profession, which has both personal safety and the risk of crossing the legal line. They walk on the edge of morality and law, and if they are not careful, they will fall into the abyss.

Where is the boundary between "counterfeiting" and "counterfeiting" and how to define it? This is a heavy problem thrown by Liu Jiang’s "extortion case".

Liu Changsong, a well-known lawyer, wrote that the crime of extortion refers to the act of threatening others and demanding a large amount of public and private property for the purpose of illegal possession. Whether Liu Jiang’s behavior is guilty of extortion depends on two key factors, one is whether he used threats, and the other is whether he has a legal basis for obtaining money. If any element is not established, the crime cannot be established.

The first factor, he thinks that the determination of the judicial organs is no problem. Although Liu Jiang’s defender argued that Liu Jiang’s claim for compensation was that "all TV stations contacted the defendant only after being punished", these TV stations were not too concerned about the symbolic punishment of the local authorities. Liu Jiang claimed that if they did not pay compensation, they would complain to the higher authorities until they complained to the central government, which was really deterrent to them and conformed to the meaning of "threat".

The second factor is that he doesn’t quite agree with the determination of the judiciary. He said that according to the Consumer Protection Law, consumers have the right to get double indemnity for buying fake goods. This is the legal basis for professional counterfeiters Wang Hai to make a living by counterfeiting. When claiming for counterfeiting, the claims for preserving evidence, purchasing relevant commodities and traveling expenses between different places are generally counted as the cost of counterfeiting, and only the compensation equivalent to twice the price of commodities is the profit of counterfeiting. Liu Changsong believes that Liu Jiang sent people to various places to collect false advertising videos, engrave CDs, buy related goods, and advocate to the relevant TV stations … The expenses are not small. If the TV stations think that false advertisements have caused psychological harm to Liu Jiang, they are willing to compensate mental damage compensation again. "In this way, it is not a big sum to ask more than 300 TV stations for compensation of 2.42 million yuan. Moreover, it is really difficult to identify which of the 2.42 million yuan is legal and which is illegal. "

Liu Changsong also compared Liu Jiang’s extortion case with the previously sensational Huang Jing case. Huang Jing bought ASUS’s problem notebook, seized the serious injury caused by ASUS installing the test board into the product as a formal motherboard, and claimed tens of millions of yuan. As a result, he was accused of extortion, but in the end, he was actually treated as "excessive rights protection" and Huang Jing was acquitted. "Although Liu Jiang is targeting at TV stations, the operators of fake sales and TV stations that publish false advertisements actually set up joint infringement on consumers. Consumers can claim compensation from any of them according to law, or they can ask them to pay compensation jointly and severally." He believes that Liu Jiang’s "extortion case" is at most a problem of excessive rights protection, and he must not resort to criminal investigation at every turn.

However, Liu Changsong neglected an important issue. There is a huge difference in identity between Liu Jiang and Huang Jing-one is a "professional counterfeiter" with a history of 14 years, and the other is an "ordinary consumer" who fights counterfeiting and protects rights; Liu Jiang maintains the so-called "generalized" consumer rights, while Huang Jing maintains the individual consumer rights. The logic here is: Huang Jing, an individual consumer, certainly has the right to defend his rights, while Liu Jiang is more about defending his rights on behalf of consumers. At least under such a banner, who granted Liu Jiang the right to represent consumers?

This is another profound social and legal proposition reflected by Liu Jiang’s extortion case: the legitimacy and rationality of the identity of professional counterfeiters.

In fact, the living space of professional counterfeiters is not only given by counterfeiters, but also created by the lack of supervision by official regulatory authorities. However, have you ever seen fake businesses and regulatory authorities dereliction of duty and received heavy penalties like "7 years in prison" because of the "2.42 million" involved?

Liu Changsong is worried that "instead of hitting the counterfeiters and the producers and publishers of false advertisements, it will hit the counterfeiters. I am afraid that the social effect of handling such cases will not be good."

It should be noted that since the implementation of the Consumer Protection Law in 1994 gave birth to the professional group of "professional counterfeiters", the professional counterfeiters in China have basically followed Wang Hai’s "personal hero-style" anti-counterfeiting model, with little change. In the past ten years, with the development of China’s economy, under the public opinion environment of building a "society ruled by law" and a "harmonious society", higher requirements have been put forward for the group of professional counterfeiters-to stop the market irregularities by standardized means.

This is undoubtedly a difficult technical job for unofficial professional counterfeiters.

The problem is that in the past ten years, the shortcomings of market supervision still exist, and the situation that counterfeit goods are flooding the China market has not fundamentally changed. The market law determines that there will be new "Liu Jiang" constantly.

What deserves our reflection is that Liu Jiang was tried, but was it only Liu Jiang who was tried?

   Gao Jingde’s Death: Encountering Survival Dilemma when Legally Counterfeiting.

Gao Jingde, a professional counterfeiter known as "the first person in China to counterfeit drugs", died.

From the suspicion of "being killed" to the official announcement that Gao Jingde died of "AIDS", the media still have doubts about this matter in questioning.

Although Gao Jingde’s so-called "AIDS patients" attract attention, the core label of Gao Jingde is still: professional counterfeiters.

From the beginning of professional counterfeiting in 2003 to his death, during his eight-year anti-counterfeiting career, Gao Jingde has been living in embarrassment in the media description. In a sense, Gao Jingde died of poverty rather than AIDS.

According to Nandu Weekly, in 2007, CCTV moved Chen Xiaolan, the person of the year and a retired doctor in China, who had been fighting against medical corruption for more than ten years, and began to consciously alienate Gao Jingde after dealing with him several times. Chen Xiaolan said that Gao Jingde "everything has to be related to money, which makes me feel a little unaccustomed".

Chen Xiaolan, who has a fixed income, may not need to worry about money, but Gao Jingde, who lives by counterfeiting, obviously can’t be so handsome.

According to the report of Nandu Weekly, Gao Jingde, who is "legally counterfeiting", should be poor and destitute. His main "mode" of counterfeiting drugs is to help the relevant drug supervision departments investigate and deal with counterfeit and shoddy drugs and medical devices, and then get bonuses from the drug supervision departments.

But the tragedy is that Gao Jingde, who has made enemies everywhere, has a high-profile anti-counterfeiting method that is "not liked by the drug supervision department". An example is-in the Hangzhou drug administration, some people’s evaluation of Gao Jingde is "difficult".

In other words, for Gao Jingde, the bonus of the drug supervision department is not so easy to get.

"Several years of professional counterfeiting has not improved Gao Jingde’s life. After embarking on the road of professional anti-counterfeiting, Gao Jingde has almost no fixed source of income except the income of several hundred yuan per month. The bonus from the drug supervision department obtained by the anti-counterfeiting report has become his extra income to a certain extent. " Nandu Weekly disclosed.

This can’t help but make people sigh. No wonder Gao Jingde and Chen Xiaolan met only a few times to talk about "the problem of money". He lived too hard.

In fact, within the existing institutional framework, it is not only Gao Jingde who is "struggling to survive", but also a general embarrassment.

In January 2011, Southern Metropolis Daily also reported a typical example. Luo Ming, a young Sichuanese working in Guangdong, quit his job and embarked on the road of professional anti-counterfeiting in the field of food and medicine "in order to arouse their attention to food and drug safety". Although "complaints about food and drug products can get 10 times compensation", he found that it is actually difficult to make money by seemingly glamorous counterfeiting. After half a year, he only earned more than 3,000 yuan by "buying fake claims"-much lower than when he was working. What annoys him most is that merchants often counterclaim him for "extortion".

Although during the interview, Luo Ming claimed that he would "continue to fight counterfeiting", how long can he persist without fighting counterfeiting for money?

For a long time, people have been advocating "public welfare counterfeiting", while "counterfeiting for money" has been criticized.

In recent years, the most talked about person is Chen Shuwei, a professional counterfeiter with pure public welfare nature. In June, 2006, Chen Shuwei, a well-known professional counterfeiter, spent one month writing a 130,000-word book exposing the fraud of communication operators to consumers, and published it on the Internet. After that, it quickly spread, alarmed the Ministry of Information Industry and even the State Council, which directly prompted communication operators to correct 17 relevant clauses and made 8 service commitments, which indirectly prompted the emergence of "one-way charging" for mobile phones. A court judge praised: "Professional counterfeiters like this are undoubtedly welcome. They have done work that our ordinary consumers have no energy and courage to complete, but we have gained tangible benefits."

However, "professional counterfeiters with purely public welfare nature" undoubtedly set a high threshold for counterfeiters, and more and more consumers will find it difficult to step into the camp of professional counterfeiters. What are the benefits besides making the counterfeiting cost of bad businesses lower?

And some professional counterfeiters "cross the border", using counterfeiting as a means of extorting money, and often demanding sky-high "hush money", and how many of them are forced by life to cross the border?

It must be noted that in the discussion of "counterfeiting for money" and "public welfare counterfeiting", the social evaluation of the group of "individual heroes" and even professional counterfeiters has quietly changed in the past decade, from being praised to being mixed, from being regarded as a "useful supplement" to "adding chaos and grabbing jobs".

This is a silent blow to the professional counterfeiters. Does this mean that the "golden age" of professional counterfeiters is far away?

In people’s impression, professional counterfeiters have always been strong, but in fact, compared with enterprises, they are just relatively "strong people" in this vulnerable group of consumers. They are just mortals, just more courageous than ordinary people.

If you see this clearly, you will know that perhaps, at least at present, our society has too little guidance, care and even relief for professional counterfeiters.

    Wang Hai is happy to be a "gunman": Has the era of "commercialization" of counterfeiting arrived?

When it comes to professional counterfeiting, I have to say that Wang Hai, the "first person to eat crabs", is a figure that cannot be ignored. In the group of professional counterfeiters, he is one of the few who live a relatively chic life. Moreover, it can always lead the way.

On December 20th, 2011, in an interview with peninsula metropolis daily, Wang Hai uttered amazing words: "If a big company hires me as a gunman, I will be happy to do it." In Wang Hai’s view, the competitors of enterprises tear each other apart, "there is no harm in it", "Only when there is a shady opponent can more secret information be disclosed, and when there is a competitor exposed, consumers’ right to know will increase, which is beneficial to society!" For example, he said, A clothing factory said that the clothing of B clothing factory claimed to be real silk without any silk, while B clothing factory claimed that the clothing of A clothing factory used fake fur but called it real leather. "In this case, we will charge the clothing factory and then do the test, and finally tell the consumer what the truth is."

When questioned that some enterprises would prevent them from counterfeiting through economic temptations such as buying, Wang Hai explained that after identifying fake and shoddy products, he would first report to the government department and then sue. "Our purpose is to let consumers know", when "we have disclosed all the information, and the purpose has reached more than half. Is it still meaningful to buy it again?"

However, Wang Hai did not forget to emphasize that "it should be within the legal scope". Perhaps this is the magic weapon that he has been dancing on the tip of a knife for nearly 20 years.

Wang Hai does not deny that he has embarked on the road of "commercialization of counterfeiting" and criticized "people who say that I only counterfeit for money are stupid." The implication is clear-of course, counterfeiting needs to make money, but it is not just making money.

In Wang Hai’s view, as far as the so-called "nature" is concerned, there is no conflict between business and public welfare, and the anti-counterfeiting of commercial behavior itself has the nature of public welfare. He believes that the essence of individual anti-counterfeiting is that the state drives this mechanism by using individual anti-counterfeiting interests to combat counterfeiting and fraud. This interest drive refers not only to economic interests, but also to public welfare and spiritual interests.

Wang Hai called on the state to support and encourage professional counterfeiting. He believes that personal counterfeiting is "an additional and free welfare of society." Counterfeiting by the Industrial and Commercial Bureau and the Quality Supervision Bureau is a departmental act, which costs taxpayers’ money, but personal counterfeiting is free (free for society and the country, without spending taxpayers’ money).

According to Wang Hai, he has basically completed the "transformation" of the commercialization of counterfeiting. His professional anti-counterfeiting has been extended to the whole country. In addition to his company in Beijing, he has also opened branches in Guangzhou and Shenzhen, and his profits are not bad.

Wang Hai said that at present, he is mainly engaged in counterfeiting for some pharmaceutical companies, stationery, auto parts and other enterprises, and at the same time, he will also maintain intellectual property rights for some film and television works companies. "Now the phenomenon of online piracy of many film and television works is more serious, and this market is still relatively large."

In fact, there has been a constant social controversy over the commercialization of professional counterfeiting and even Wang Hai himself. Unlike most ordinary professional counterfeiters, Wang Hai is still a "celebrity". Smart as Wang Hai, he naturally knows how to maximize his interests. This is also the reason why he always declares in public that he is still keen on "public welfare counterfeiting".

However, under the current legal framework, the commercialization of counterfeiting is still in a gray area. How far is it from crossing the thunder pool? Can it really open up a new world for professional counterfeiters? It remains to be seen.

But one thing is certain. It is beneficial for both professional counterfeiters and ordinary consumers to examine Wang Hai objectively and learn from him.

It is necessary to remind that Wang Hai’s success is only a case at present and is not universal. Aside from the case of Wang Hai, the reality is that although people are constantly joining the ranks of professional counterfeiting, those well-known counterfeiters who once had extensive influence are increasingly withdrawing from the stage of "professional counterfeiting". Is this a phenomenon that should be paid attention to?

The States Parties to this Convention,
　　Recognize that need to determine by agreement a numb of rules governing the carriage of goods by sea,
　　Decided to conclude a convention for this purpose, and agreed as follows:
　　The first part of the general rules

　　The first definition
　　In this Convention:
　　1. "Carrier" means any person who has entered into a contract of carriage of goods by sea with the shipper by himself or in his name.
　　2. "Actual carrier" means any person entrusted by the carrier to carry out the transport of goods or part of the transport of goods, including any other person entrusted to carry out this transport.
　　3. "Shipper" means any person who has entered into a contract of carriage of goods by sea with a carrier or who has actually delivered the goods to the carrier related to the contract of carriage of goods by sea.
　　4. "Consignee" means the person who has the right to take delivery of the goods.
　　5. "Goods" include live animals. Where goods are packed in containers, pallets or similar means of transport, or goods are packaged, and such means of transport or packaging are provided by the shipper, "goods" include them.
　　6. "Contract of carriage by sea" means any contract under which the carrier collects freight and undertakes to transport goods from one port to another by sea; However, a contract that includes both maritime transport and some other modes of transport is regarded as a contract of carriage by sea within the scope of this Convention.
　　7. "Bill of Lading" refers to a document used to prove the contract of carriage by sea and that the goods are taken over or loaded by the carrier, so that the carrier can guarantee the delivery of the goods. The stipulation in the document that the goods should be delivered to the designated consignee or to the order, or to the holder of the bill of lading constitutes this guarantee.
　　8. "Written" includes, among other means, telegram and telex.

　　Article 2 Scope of application
　　1. The provisions of this Convention apply to all contracts of carriage by sea between two different countries if:
　　(a) The port of loading stipulated in the contract of carriage by sea is located in a Contracting State, or
　　(b) The port of discharge stipulated in the contract of carriage by sea is located in a Contracting State, or
　　(c) One of the alternative ports of discharge stipulated in the contract of carriage by sea is the actual port of discharge, and the port is located in a Contracting State, or
　　(d) The bill of lading or other documents evidencing the contract of carriage by sea is issued in a Contracting State, or
　　(e) The bill of lading or other documents evidencing the contract of carriage by sea stipulates that the provisions of this Convention or the legislation of any country implementing this Convention shall bind the contract.
　　2. The provisions of this Convention shall apply irrespective of the nationality of the ship, the carrier, the actual carrier, the shipper, the consignee or any other interested person.
　　3. The provisions of this Convention do not apply to charterparties. However, if the bill of lading is issued in accordance with the charter party and the relationship between the carrier and the holder of the bill of lading who is not the charterer is drawn, the provisions of this Convention shall apply to the bill of lading.
　　If the contract stipulates that the goods will be transported in batches within an agreed time limit, the provisions of this Convention shall apply to each batch of transportation. However, if the transportation is carried out in accordance with the charter party, the provisions of paragraph 3 of this article shall apply.

　　Article 3 Interpretation of this Convention
　　When interpreting and applying the provisions of this Convention, attention should be paid to the international nature of this Convention and the need to promote unification.

　　Part II Liability of the Carrier

　　Article 4 Period of responsibility
　　1. According to this Convention, the period of the carrier’s responsibility for the goods includes all the periods when the goods are in the carrier’s charge at the port of loading, during the transit and at the port of discharge.
　　2. For the purposes of paragraph 1 of this article, the carrier shall be deemed to be in charge of the goods during the following period:
　　(a) Since the carrier takes over the goods from:
　　(i) The shipper or a person acting on his behalf; or
　　(ii) According to the applicable laws or regulations at the port of loading, the goods must be delivered to the authorities where they are shipped or other third parties;
　　(b) Until the carrier delivers the goods to:
　　(i) Deliver the goods to the consignee; or
　　(ii) If the consignee fails to take delivery of the goods from the carrier, the goods shall be placed under the control of the consignee in accordance with the contract or the applicable laws or special trade practices at the port of discharge; or
　　(iii) Deliver the goods to the authorities or other third parties who must deliver them according to the laws or regulations applicable at the port of discharge.
　　3. The carrier or consignee mentioned in paragraphs 1 and 2 of this article means not only the carrier and the consignee, but also the servant or agent of the carrier or the consignee respectively.

　　Article 5 Basis of Responsibility
　　1. Unless the carrier proves that his servant or agent has taken all reasonable measures to avoid the accident and its consequences, the carrier shall be liable for the losses caused by the loss of or damage to the goods or the delay in delivery. If the accident that caused the loss, damage or delay in delivery occurred while the carrier was in charge, as mentioned in Article 4.
　　2. If the goods fail to be delivered at the port of discharge stipulated in the contract of carriage by sea within the clearly agreed time, or if there is no such agreement, they fail to be delivered at the port of discharge within the time reasonably required by a diligent carrier in consideration of the actual situation, it is a delay in delivery.
　　3. If the goods are not delivered in accordance with the requirements of Article 4 within 60 consecutive days after the delivery time stipulated in Paragraph 2 of this Article expires, the person entitled to claim for the loss of the goods may regard the goods as lost.
　　4. (a) The carrier is liable for:
　　(i) The loss, damage or delay in delivery of the goods caused by the fire, if the claimant proves that the fire was caused by the fault or negligence of the carrier, his servants or agents;
　　(ii) Loss, damage or delay in delivery of the goods proved by the claimant due to the negligence or negligence of the carrier, its servants or agents in taking all measures that can be reasonably required to extinguish the fire disaster and avoid or mitigate its consequences.
　　(b) Where the fire on the ship affects the goods, if the claimant or the carrier requests, the cause and situation of the fire must be investigated in accordance with the maritime practice, and a report of the investigator shall be provided to the carrier and the claimant as required.
　　With regard to live animals, the carrier shall not be liable for loss, damage or delay in delivery caused by any special risks inherent in such transportation. If the carrier proves that he acted in accordance with any special instructions on animals given to him by the shipper, and proves that the loss, damage or delay in delivery can be attributed to this kind of risk according to the actual situation, it shall be presumed that the loss, damage or delay in delivery is caused in this way, unless it is proved that all or part of the loss, damage or delay in delivery is caused by the fault or negligence of the carrier, his servants or agents.
　　6. The carrier shall not be liable for loss, damage or delay in delivery caused by taking measures to save life or reasonable measures to save property at sea, except contributing to general average.
　　7. If the loss, damage or delay in delivery of the goods is caused by the fault or negligence of the carrier, its servants or agents and other reasons, the carrier shall be liable for compensation only to the extent that the loss, damage or delay in delivery is caused by their fault or negligence, but the carrier shall prove that it is not the amount of loss, damage or delay in delivery caused by such fault or negligence.

　　Article 6 limitation of liability
　　1. (a) According to the provisions of Article 5, the carrier’s liability for compensation for losses caused by loss of or damage to goods shall be limited to the amount equivalent to 835 accounting units or 2.5 accounting units per kilogram of gross weight for each lost or damaged goods or other freight units, whichever is the higher.
　　(b) According to Article 5, the carrier’s liability for delay in delivery is limited to an amount equivalent to 2.5 times of the freight payable for the delayed goods, but shall not exceed the total freight payable under the contract of carriage of goods by sea.
　　(c) According to subparagraphs (a) and (b) of this paragraph, the total liability of the carrier shall in no case exceed the limit of liability for total loss of goods stipulated in subparagraph (a) of this paragraph.
　　2. According to paragraph 1 (a) of this article, the following rules shall be observed when calculating the higher amount:
　　(a) When containers, pallets or similar means of transport are used to assemble goods, if a bill of lading is issued, the number of pieces or other freight units contained in such means of transport, which is listed in the bill of lading or in any other document evidencing the contract of carriage by sea, shall be regarded as the number of pieces or freight units. In addition to the above situation, the goods in this transportation device are regarded as a freight unit.
　　(b) When the means of transport itself is lost or damaged, if it is not owned or provided by the carrier, it shall be regarded as a separate freight unit.
　　3. The unit of account refers to the unit of account mentioned in Article 26.
　　4. The carrier and the shipper may, by agreement, determine the limit of liability in excess of that stipulated in paragraph 1.

　　Article 7 Application of Non-contractual Claims
　　1. The defences and limits of liability provided for in this Convention shall apply to the loss or damage of the goods involved in the contract of carriage by sea, as well as any lawsuit brought against the carrier for delay in delivery, whether such lawsuit is based on contract, tort or otherwise.
　　2. If such an action is brought against the servant or agent of the carrier, and the servant or agent can prove that he acted within the scope of his employment, he is entitled to avail himself of the defences and limits of liability that the carrier is entitled to invoke under this Convention.
　　3. Except as provided in Article 8, the total amount of compensation obtained from the carrier and any person referred to in paragraph 2 of this Article shall not exceed the limitation of liability stipulated in this Convention.

　　Article 8 Loss of the right to limit liability
　　1. If it is proved that the loss, damage or delay in delivery is caused by an act or omission of the carrier that intentionally caused such loss, damage or delay in delivery, or by an act or omission of the carrier that was done recklessly knowing that such loss, damage or delay in delivery might occur, the carrier shall not be entitled to the benefit of the limitation of liability stipulated in Article 6.
　　2. Notwithstanding paragraph 2 of Article 7, if it is proved that the loss, damage or delay in delivery is caused by the act or omission of the employee or agent intentionally causing such loss, damage or delay in delivery, or by the act or omission of the employee or agent recklessly knowing that such loss, damage or delay in delivery may occur, the employee or agent of the carrier shall not be entitled to the benefit of the limitation of liability stipulated in Article 6.

　　Article 9 deck cargo
　　1. The carrier has the right to carry the goods on deck only in accordance with the agreement with the shipper, or in accordance with specific trade practices, or in accordance with the requirements of laws and regulations.
　　2. If the carrier and the shipper agree that the goods should or can be carried on deck, the carrier must put a corresponding statement on the bill of lading or other documents evidencing the contract of carriage by sea. Without this statement, it is the carrier’s responsibility to prove that an agreement has been reached for carriage on deck. However, the carrier has no right to invoke this agreement against the third party, including the consignee, who believes in and holds the bill of lading.
　　3. If the goods are carried on deck in violation of the provisions of paragraph 1 of this article, or the carrier cannot invoke the agreement on carriage on deck in accordance with paragraph 2 of this article, notwithstanding the provisions of paragraph 1 of Article 5, the carrier shall still be liable for the loss or damage of the goods and the delay in delivery caused only by carriage on deck, and the limit of its liability shall be determined in accordance with the provisions of Article 6 or Article 8 of this Convention as the case may be.
　　Loading the goods on deck in violation of the express agreement to load the goods in the cabin shall be regarded as an act or omission of the carrier within the meaning of Article 8.

　　Article 10 Liability of the carrier and the actual carrier
　　1. If the performance of the transport or part of the transport is entrusted to the actual carrier, the carrier shall still be responsible for the whole transport in accordance with the provisions of this Convention, regardless of whether it is entitled to do so under the contract of carriage by sea. With regard to the transportation performed by the actual carrier, the carrier shall be responsible for the acts or omissions of the actual carrier and its employees and agents within the scope of their employment.
　　2. All the provisions of this Convention on the carrier’s liability also apply to the actual carrier’s liability for the transportation performed by it. If a lawsuit is brought against the employee or agent of the actual carrier, the provisions of paragraphs 2 and 3 of Article 7 and paragraph 2 of Article 8 shall apply.
　　3. Any special agreement under which the carrier assumes the obligations not stipulated in this Convention or waives the rights conferred by this Convention can only affect the actual carrier if he expressly agrees in writing. Whether the actual carrier has agreed or not, the carrier is still bound by the obligations or waivers caused by this special agreement.
　　4. If both the carrier and the actual carrier are liable, they shall be jointly and severally liable within the scope of this liability.
　　5. The total amount of compensation obtained from the carrier, the actual carrier and their servants and agents shall not exceed the limitation of liability stipulated in this Convention.
　　6. The provisions of this article are without prejudice to any right of recourse between the carrier and the actual carrier.

　　Article 11 through transport
　　1. Notwithstanding the provisions of Article 10, paragraph 1, if the contract of carriage by sea clearly stipulates that a specific part of the carriage included in the contract shall be performed by a designated person other than the carrier, the contract may also stipulate that the carrier shall not be responsible for the loss, damage or delay in delivery of the goods during this part of the carriage, which is under the control of the actual carrier. However, if legal proceedings cannot be brought against the actual carrier in a competent court in accordance with the provisions of Article 21, paragraph 1 or paragraph 2, any provision limiting or exempting such liability shall be null and void. The carrier shall bear the burden of proof to prove that any loss, damage or delay in delivery is caused by the above-mentioned events.
　　2. According to Article 10, paragraph 2, the actual carrier shall be responsible for the loss, damage or delay in delivery of the goods caused by accidents while in his charge.

　　Part III Liability of Shipper

　　Article 12 General rules
　　The shipper shall not be liable for the loss suffered by the carrier or the actual carrier or the damage suffered by the ship, unless such loss or damage is caused by the fault or negligence of the shipper, his servants or agents. Any servant or agent of the shipper shall not be liable for such loss or damage, unless such loss or damage is caused by his own fault or negligence.

　　Article 13 Special rules on dangerous goods
　　1. The shipper must mark or label the dangerous goods in an appropriate way.
　　2. When the shipper delivers the dangerous goods to the carrier or the actual carrier, the shipper must inform the danger of the goods and, if necessary, the preventive measures to be taken. If the shipper fails to do so, and the carrier or the actual carrier does not know the dangerous characteristics of the goods from other sources, then:
　　(a) The shipper shall be liable to the carrier and any actual carrier for the losses caused by carrying such goods. and
　　(b) The goods can be unloaded, destroyed or rendered harmless at any time according to the needs of the situation without compensation;
　　3. No one may invoke the provisions of paragraph 2 of this article if he takes over the goods knowing the dangerous characteristics during transportation.
　　4. If the provisions of paragraph 2 (b) of this article are not applicable or can not be invoked, and the dangerous goods cause actual danger to life or property, the goods may be unloaded, destroyed or rendered harmless without compensation, except for the obligation of general average contribution or the liability of the carrier according to Article 5.

　　Part IV Transport Documents

　　Article 14 issuance of bills of lading
　　1. When the carrier or actual carrier takes over the goods, the carrier must issue the bill of lading to the shipper at the request of the shipper.
　　2. The bill of lading may be signed by the person authorized by the carrier. A bill of lading signed by the captain of the ship carrying the goods shall be deemed to be signed on behalf of the carrier.
　　3. The signature on the bill of lading can be handwritten, copied, punched, stamped, symbolized, or by any other mechanical or electronic means provided that it does not violate the laws of the country where the bill of lading is issued.

　　Article 15 Contents of Bill of Lading
　　1. The bill of lading must include the following items, among other things:
　　(a) The category of the goods, the main signs necessary to identify the goods, such as dangerous goods, a clear description of the dangerous characteristics of the goods, the number of packages or pieces, the weight of the goods or the quantity expressed in other ways, etc., all of which are provided by the shipper;
　　(b) the appearance of the goods;
　　(c) The name and principal place of business of the carrier;
　　(d) the name of the shipper;
　　(e) If the shipper designates the consignee, the name of the consignee;
　　(f) The port of loading stipulated in the contract of carriage by sea and the date when the carrier takes over the goods at the port of loading;
　　(g) the port of discharge stipulated in the contract of carriage by sea;
　　(h) If there is more than one original bill of lading, specify the number of original bills of lading;
　　(i) the place of issue of the bill of lading;
　　(j) The signature of the carrier or its representative;
　　(k) The amount of freight payable by the consignee or other explanations of freight paid by the consignee;
　　(l) The declaration referred to in article 23, paragraph 3;
　　(m) In the case of deck cargo, a statement that the cargo should or can be transported on deck;
　　(n) If expressly agreed by both parties, the date or time limit for delivery of the goods at the port of discharge shall be specified; and
　　(o) Any increased liability limit agreed in accordance with Article 6, paragraph 4.
　　2. After the goods are loaded, the carrier must issue a "loaded" bill of lading to the shipper if the shipper so requests. In addition to the items specified in paragraph 1 of this article, the bill of lading must also indicate that the goods have been loaded on one or more designated ships and one or more loading dates. If the carrier has previously issued a bill of lading or other documents of title to the shipper on any part of the goods, the shipper must return such documents in exchange for the "on board" bill of lading at the request of the carrier. In order to meet the shipper’s requirements for the "on board" bill of lading, the carrier may modify any previously issued documents, but the modified documents shall include all the items required in the "on board" bill of lading.
　　3. The lack of one or more of the items specified in this article does not affect the legal nature of the document as a bill of lading, but the document must meet the requirements specified in Article 1, paragraph 7.

　　Article 16 Bill of Lading: Reservation and Evidence Effect
　　1. If the carrier or other person who issues the bill of lading on his behalf knows or has reasonable grounds to suspect that the items contained in the bill of lading, such as the category, main marks, number of packages or pieces, weight or quantity, do not accurately represent the goods actually taken over, or in the case of issuing the "on board" bill of lading, do not accurately represent the goods actually shipped, or he has no proper method to check these items, the carrier or other person must make a reservation on the bill of lading, indicating.
　　2. If the carrier or other person who issues the bill of lading on his behalf fails to annotate the appearance of the goods on the bill of lading, it shall be deemed that he has indicated that the goods are in good appearance on the bill of lading.
　　3. In addition to the reservation of permission for the relevant project and its scope according to the provisions of paragraph 1 of this article:
　　(a) The bill of lading is prima facie evidence that the carrier takes over or, if a "on board" bill of lading is issued, loads the goods described in the bill of lading;
　　(b) If the bill of lading has been transferred to a third party, including the consignee, who believes in the description of the goods in the bill of lading and acts accordingly, the carrier will not accept the evidence to the contrary.
　　4. If the bill of lading fails to specify the freight or otherwise state that the freight is paid by the consignee or that the demurrage incurred at the loading port is paid by the consignee in accordance with Article 15, paragraph 1 (k), the bill of lading is prima facie evidence that the consignee does not pay the freight or demurrage. If the bill of lading has been transferred to a third party, including the consignee, who believes that there is no such statement on the bill of lading, the evidence to the contrary presented by the carrier will not be accepted.

　　Article 17 the shipper’s warranty
　　1. The shipper shall be deemed to have assured the carrier that the category, mark, number of pieces, weight and quantity of the goods listed in the bill of lading provided by him are correct. The shipper must compensate the carrier for the losses caused by the inaccuracy of these items. Even if the shipper has transferred the bill of lading, he is still liable for compensation. This right of compensation obtained by the carrier will in no way reduce his liability for compensation to anyone other than the shipper under the contract of carriage by sea.
　　2. Any letter of guarantee or agreement under which the shipper guarantees to compensate the carrier for the losses caused by issuing the bill of lading because the carrier or its representative fails to provide the consignor with comments and reservations on the items or the appearance of the goods included in the bill of lading is invalid for any third party, including the consignee.
　　3. This letter of guarantee or agreement is valid for the shipper, unless the carrier or his representative does not endorse the reservation referred to in paragraph 2 of this article as intentional fraud, and a third party, including the consignee, believes in the description of the goods in the bill of lading. In the latter case, if the unmarked reservation is related to the items provided by the shipper for inclusion in the bill of lading, the carrier has no right to demand compensation from the shipper in accordance with paragraph 1 of this article.
　　4. In case of intentional fraud referred to in paragraph 3 of this article, the carrier shall not enjoy the benefit of the limitation of liability stipulated in this Convention, and shall be liable for the losses suffered by the third party, including the consignee, who acted because of believing the description of the goods contained in the bill of lading.

　　Article 18 Documents other than bills of lading
　　If the carrier issues a document other than the bill of lading to prove the receipt of the goods to be shipped, the document is the preliminary evidence of the conclusion of the contract of carriage by sea and the carrier’s taking over the goods described in the document.

　　Part V Claims and Litigation

　　Article 19 Notice of loss, damage or delay in delivery
　　1. Unless the consignee sends a written notice of loss or damage to the carrier not later than the first working day after the date when the goods are handed over to him, stating the general nature of the loss or damage, such handover shall be regarded as the prima facie evidence of the carrier’s delivery of the goods described in the transport document or, if no such document is issued, as the prima facie evidence of the delivery of the goods in good condition.
　　2. In case of inconspicuous loss or damage: if the written notice is not sent within fifteen consecutive days after the goods are delivered to the consignee, the provisions in paragraph 1 of this article shall apply accordingly.
　　3. If the condition of the goods has been jointly inspected or inspected by the parties at the time of delivery to the consignee, there is no need to send a written notice on the loss or damage identified in the inspection or inspection.
　　In case of any actual or unexpected loss or loss, the carrier and the consignee must provide all reasonable facilities for each other to inspect and count the goods.
　　5. Unless the carrier is notified in writing within 60 consecutive days after the goods are delivered to the consignee, no compensation will be paid for the losses caused by the delayed delivery.
　　6. If the goods are delivered by the actual carrier, any notice given to him according to this article has the same effect as that given to the carrier, and similarly, any notice given to the carrier has the same effect as that given to the actual carrier.
　　7. Unless the carrier or the actual carrier sends a written notice of the loss or damage to the shipper not later than the occurrence of the loss or damage accident or within 90 consecutive days after the delivery of the goods in accordance with Article 4, paragraph 2, whichever occurs later, stating the general nature of such loss or damage, the failure to submit such notice is prima facie evidence that the carrier or the actual carrier has not suffered loss or damage due to the fault or negligence of the shipper or its servants or agents.
　　8. For the purposes of this article, a notice shall be deemed to have been delivered to the carrier, the actual carrier or the shipper respectively if it is delivered to the person acting on behalf of the carrier or the actual carrier, including the master or the officer in charge of the ship, or to the person acting on behalf of the shipper.

　　Article 20 Limitation of action
　　1. Any litigation concerning the carriage of goods in accordance with this Convention shall be time-barred if judicial or arbitration proceedings are not instituted within two years.
　　2. The limitation period starts from the date when the carrier delivers the goods or part of the goods. If the goods are not delivered, it starts from the last day when the goods should be delivered.
　　3. The starting date of the limitation period is not counted in the period.
　　4. The person against whom compensation is claimed may, at any time within the limitation period, submit a written explanation to the claimant to extend the limitation period. This time limit may be further extended by another statement or statements.
　　5. If the lawsuit is filed within the time permitted by the national laws of all countries where the lawsuit is filed, the person liable for compensation may file a lawsuit for compensation even after the expiration of the limitation period stipulated in the above paragraphs. However, the time allowed shall not be less than 90 days from the date when the person who initiated the claim lawsuit has settled his compensation or the summons filed by himself has been delivered.

　　Article 21 Jurisdiction
　　1. According to the provisions of this Convention, the plaintiff may choose to bring a lawsuit in such a court, which has jurisdiction according to the laws of the country where the court is located, and one of the following places is located within the jurisdiction of the court:
　　(a) The defendant’s principal place of business or, if there is no principal place of business, his usual residence; or
　　(b) the place where the contract was concluded, provided that the contract was concluded through the defendant’s business office, branch or agency there; or
　　(c) Port of loading or port of discharge; or
　　(d) Any other place designated for this purpose in the contract of carriage by sea.
　　2. (a) Notwithstanding the above provisions of this Article, if a ship carrying cargo or any other ship belonging to the same owner is detained in any port or place of a Contracting State in accordance with the applicable legal rules of that country and the rules of international law, a lawsuit may be brought in the court of that port or place. However, in this case, upon the request of the defendant, the plaintiff must transfer the lawsuit to one of the competent courts referred to in paragraph 1 of this article selected by the plaintiff to make a judgment on the claim. However, before the lawsuit is transferred, the defendant must provide sufficient deposit to ensure the payment of the amount that may be finally awarded to the plaintiff in the lawsuit.
　　(b) All questions concerning the adequacy of the security deposit shall be decided by the court of the port or place of detention.
　　3. All legal proceedings concerning the carriage of goods in accordance with this Convention shall not be brought at a place not specified in paragraphs 1 or 2 of this article. The provisions of this paragraph are without prejudice to the jurisdiction of States parties to take temporary or protective measures.
　　4. (a) If a lawsuit has been filed in a court that has jurisdiction according to paragraph 1 or 2 of this article, or a judgment has been made by such a court, a new lawsuit may not be filed between the same parties for the same reason, unless the judgment of the court that handled the first lawsuit cannot be enforced in the country where the new lawsuit is filed;
　　(b) For the purposes of this article, measures taken to enforce the judgment shall not be regarded as bringing new proceedings;
　　(c) For the purposes of this article, the transfer of proceedings to another court in the same country or to a court in another country in accordance with paragraph 2 (a) of this article shall not be regarded as the institution of new proceedings.
　　5. Notwithstanding the provisions of the above paragraphs, after the claim is filed in accordance with the contract of carriage by sea, the agreement reached by the parties to designate the place where the claimant can bring an action shall be valid.

　　Article 22 Arbitration
　　1. In accordance with the provisions of this Article, the parties may agree in writing that any dispute concerning the carriage of goods that may arise under this Convention shall be submitted to arbitration.
　　2. If the charter party contains a clause that disputes arising from the contract shall be submitted for arbitration, and the bill of lading issued under the charter party does not specifically indicate that this clause is binding on the holder of the bill of lading, the carrier shall not invoke this clause against the holder of the bill of lading who believes in the bill of lading.
　　3. The plaintiff may choose to initiate arbitration proceedings in one of the following places:
　　(a) At a certain place in a country, there should be:
　　(i) The defendant’s principal place of business or, if there is no principal place of business, his usual residence; or
　　(ii) the place where the contract was signed, provided that the contract was concluded through the defendant’s business office, branch or agency there; or
　　(iii) Port of loading or port of discharge; or
　　(b) Any place designated for this purpose in the arbitration clause or agreement.
　　4. Arbitrators or arbitral tribunals shall apply the rules of this Convention.
　　5. The provisions in paragraphs 3 and 4 of this article shall be regarded as part of each arbitration clause or agreement, and any provisions in the arbitration clause or agreement that are inconsistent with these two paragraphs shall be null and void.
　　6. Nothing in this article shall affect the validity of the relevant arbitration agreement concluded by the parties after the claim is filed in accordance with the contract of carriage by sea.

　　Part VI Supplementary Provisions

　　Article 23 contract terms
　　1. Any clause in the contract of carriage by sea, bill of lading or any other document evidencing the contract of carriage by sea shall be null and void to the extent that it directly or indirectly violates the provisions of this Convention. The invalidity of such clauses shall not affect the validity of the provisions as other parts of the contract or document. A clause transferring the insurable interest of the goods to the carrier, or any similar clause, is null and void.
　　2. Notwithstanding the provisions of paragraph 1 of this article, the carrier may increase his responsibilities and obligations stipulated in this Convention.
　　3. When issuing the bill of lading or any other document evidencing the contract of carriage by sea, it must contain a statement that the carriage complies with the provisions of this Convention, and any clause that deviates from this Convention and is harmful to the shipper or consignee shall be null and void.
　　4. If the claimant of the goods concerned suffers losses due to this clause invalidating a contract clause or omitting the statement referred to in paragraph 3 of this article, in order to compensate the claimant, the carrier must stipulate the compensation within the required limit for any loss or damage of the goods and delay in delivery and payment in accordance with this Convention. In addition, the carrier must compensate the claimant for the expenses incurred in exercising his rights, but the expenses incurred in the lawsuit invoking the above provisions shall be determined in accordance with the laws of the country where the lawsuit is filed.

　　Article 24 General average
　　1. The provisions of this Convention shall not prejudice the application of the provisions on general average adjustment in the contract of carriage by sea or national laws.
　　2. In addition to Article 20, the provisions of this Convention on the carrier’s liability for loss of or damage to the goods also determine whether the consignee can refuse to contribute in general average and the carrier’s liability for any such contribution or salvage charges paid by the consignee.

　　Article 25 Other Conventions
　　1. This Convention shall not change the rights or obligations of the carrier, the actual carrier and their servants and agents as stipulated in international conventions or national laws on the limitation of liability of maritime shipowners.
　　2. The provisions of Articles 21 and 22 of this Convention shall not prevent the application of the mandatory provisions of any other multilateral convention that has entered into force on the date of conclusion of this Convention, provided that the dispute completely occurs between parties whose principal places of business are in contracting countries of such other conventions. However, this paragraph shall not affect the application of paragraph 4 of Article 22 of this Convention.
　　3. The damage caused by a nuclear accident shall not be liable for compensation according to the provisions of this Convention, if the operator of the nuclear device is liable for the damage according to the following provisions:
　　(a) According to the Paris Convention on Third Party Liability in the Field of Nuclear Energy of July 29th, 1960 as amended by the Additional Protocol of January 28th, 1964 or the Vienna Convention on Civil Liability for Nuclear Damage of May 21st, 1963, or
　　(b) according to the national laws that provide for compensation for such damage, provided that such laws are as beneficial to the person who may suffer damage in all aspects as the Paris Convention or the Vienna Convention.
　　4. If the carrier is liable for any loss, damage or delay in delivery of the luggage according to any international convention or national laws concerning the carriage of passengers and their luggage by sea, no liability will occur according to the provisions of this Convention.
　　5. The provisions of this Convention shall not prevent the Contracting States from applying any other international convention that has entered into force on the date of the conclusion of this Convention, which is compulsorily applicable to contracts of carriage of goods whose main mode of transport is not maritime transport. This provision also applies to any subsequent revision or modification of this international convention.

　　Article 26 Accounting unit
　　1. The unit of account referred to in Article 6 of this Convention is the special drawing right stipulated by the International Monetary Fund. The amount mentioned in Article 6 shall be converted into the domestic currency according to the value of the national currency on the judgment date or the date agreed by the parties. Where a State Party to this Convention is a member of the International Monetary Fund, the value of its domestic currency expressed in special drawing rights shall be calculated according to the fixed value method applied in the business and transactions of the International Goods Fund on the above date. The value of the national currency expressed by special drawing rights in a country that is not a member of the International Monetary Fund shall be calculated according to the method decided by that country.
　　2. However, a country that is not a member of the International Monetary Fund and whose laws do not allow the application of the provisions of paragraph 1 of this article may declare at the time of signature, or at the time of ratification, acceptance, approval or accession, or at any time thereafter that the limitation of liability stipulated in this Convention is applicable within its territory, and it shall be determined as follows:
　　12,500 currency units per package of goods or other freight units, or 37.5 currency units per kilogram of gross weight of goods.
　　3. The monetary unit referred to in paragraph 2 of this article is equal to 65.5 milligrams of gold with a purity of 900%. When converting the amount referred to in paragraph 2 into the national currency, it shall be handled in accordance with the laws of that country.
　　4. The calculation mentioned in the last sentence of paragraph 1 of this article and the conversion mentioned in paragraph 3 of this article shall be carried out in such a way that the actual value of the amount expressed in the currency of a Contracting State is the same as that expressed in the unit of account in Article 6 as far as possible. When signing, or when depositing their instruments of ratification, acceptance, approval and accession, or when making use of the options provided for in paragraph 2 of this article, and when there is a change in the calculation method or the conversion result, a Contracting State must, as the case may be, notify the depositary of the Convention of the calculation method decided in accordance with paragraph 1 of this article or the conversion result mentioned in paragraph 3 of this article.

　　Part VII Final Clauses
　　Article 27 Custodian
　　The Secretary-General of the United Nations is hereby designated as the depositary of this Convention.

　　Article 28 Signature, ratification, acceptance, approval and accession
　　1. This Convention is open to all countries for signature at the United Nations Headquarters in new york before April 30th, 1979.
　　2. This Convention is subject to ratification, acceptance or approval by signatory States.
　　3. After April 30th, 1979, this Convention is open to all countries that are not signatories for accession.
　　4. The instruments of ratification, acceptance, approval and accession shall be kept by the Secretary-General of the United Nations.

　　Article 29 Reservations
　　No reservations shall be made to this convention.

　　Article 30 comes into force
　　1. This Convention shall enter into force on the first day of the month following the expiration of one year from the date of deposit of the twentieth instrument of ratification, acceptance, approval or accession.
　　2. For each country that becomes a contracting party to this Convention after the date of deposit of the twentieth instrument of ratification, acceptance, approval or accession, this Convention shall enter into force on the first day of the month following the expiration of one year from the date of deposit of the corresponding documents by that country.
　　3. Each Contracting State shall apply the provisions of this Convention to contracts of carriage by sea signed on or after the date of entry into force of this Convention for that State.

　　Article 31 Withdrawal from other conventions
　　1. When becoming a contracting party to this Convention, all contracting parties to the International Convention for the Unification of Certain Rules on Bills of Lading (1924 Convention) signed in Brussels on August 25th, 1924 must notify the Belgian government as the depositary of the 1924 Convention to withdraw from the Convention, and declare that the withdrawal will take effect as of the date when this Convention comes into effect for that country.
　　2. According to Article 30, paragraph 1, when this Convention enters into force, the depositary of this Convention must notify the Belgian Government, the depositary of the 1924 Convention, of the date of entry into force and the names of the contracting States for which this Convention enters into force.
　　3. The provisions of paragraphs 1 and 2 of this article shall be applicable to the contracting States of the Protocol amending the International Convention for the Unification of Certain Rules on Bills of Lading signed in Brussels on August 25th, 1924 on February 23rd, 1968.
　　4. Notwithstanding the provisions of Article 2 of this Convention, as far as paragraph 1 of this article is concerned, a Contracting State may, if it deems it necessary, postpone its withdrawal from the 1924 Convention and the 1924 Convention as amended by the 1968 Protocol for a maximum period of five years from the date of entry into force of this Convention, in which case it shall notify the Belgian government of its intention. During this transitional period, the State Party must apply this Convention to other States Parties, but not to any other conventions.

　　Article 32 Revision and revision
　　1. At the request of not less than one third of the States parties to this Convention, the depositary shall convene a meeting of the States parties to revise or modify this Convention.
　　2. Any instrument of ratification, acceptance, approval or accession deposited after the entry into force of the amendment to this Convention shall be deemed to be applicable to this Convention as amended.

　　Article 33 Revision of quota and accounting unit or monetary unit
　　1. Notwithstanding the provisions of Article 32, the depository shall, in accordance with the provisions of Paragraph 2 of this Article, convene a meeting specifically for the purpose of amending the amounts specified in Article 6 and Paragraph 2 of Article 26 or replacing two or one of the units specified in Paragraphs 1 and 3 of Article 26 with other units. Only when the actual value of the amount has changed significantly can it be revised.
　　2. At the request of not less than one quarter of the Contracting States, the depositary shall convene an amendment conference.
　　3. Any decision of the conference must be made by a two-thirds majority of the participating countries. The amendment shall be sent by the depositary to all States parties for acceptance and notified to all signatories to the Convention.
　　4. Any amendment adopted shall enter into force on the first day of the month following the expiration of one year from the date when it is accepted by two thirds of the States parties. When accepting an amendment, an official document expressing acceptance shall be deposited with the custodian.
　　5. After the amendment comes into force, the Contracting State that accepts the amendment has the right to apply the revised convention in its relations with the Contracting State that has not notified the depositary that it is not bound by the amendment within six months after the adoption of the amendment.
　　6. Any instrument of ratification, acceptance, approval or accession deposited after the entry into force of the amendment to this Convention shall be deemed to apply to the amended Convention.

　　Article 34 Withdrawal
　　1. A Contracting State may denounce this Convention at any time by written notification to the Depositary.
　　2. Denunciation of this Convention shall take effect on the first day of the month following the expiration of one year from the date when the depositary receives the notification. If a longer period is specified in the notice, the denunciation of this Convention shall take effect upon the expiration of the longer period after the depositary receives the notice.
　　Done at Hamburg on March 31st, 1978 in one original. Its Arabic, Chinese, English, French, Russian and Spanish texts are equally authentic.
　　In witness whereof, the following plenipotentiaries, duly authorized by their governments, have signed this Convention.
　　　Common understanding adopted by the United Nations Conference on the Transport of Goods by Sea
　　We have reached the following common understanding: According to this Convention, the carrier’s liability is based on the principle of presumption of fault or negligence. In other words, the carrier usually bears the burden of proof, but in some cases, the provisions of the convention will change this rule.
　　　Resolutions adopted by the United Nations Conference on the Transport of Goods by Sea
　　"United Nations Conference on the Transport of Goods by Sea,
　　"Noting with gratitude the kind invitation of the Federal Republic of Germany to hold a meeting in Hamburg,
　　"Recognizing that the facilities provided to the Conference by the Government of the Federal Republic of Germany and the Free and Hanseatic City of Hamburg and the warm hospitality extended to the participants have contributed greatly to the success of the Conference,
　　"Thanks to the Government and people of the Federal Republic of Germany,
　　"At the request of the United Nations Conference on Trade and Development, the Convention on the Carriage of Goods by Sea was adopted on the basis of the draft convention prepared by the United Nations Commission on International Trade Law.
　　"Thanks to the United Nations Commission on International Trade Law and the United Nations Conference on Trade and Development for their outstanding contributions to the simplification and harmonization of the laws governing the carriage of goods by sea,
　　"Decided to name the convention adopted by the conference as’ 1978 United Nations Convention on the Carriage of Goods by Sea’,
　　"It is suggested that the rules contained in this Convention be called’ Hamburg Rules’."

　　　　　　 CCTV News:

　　　　　　 Keywords: Never give up on you

　　　　　　 According to CCTV-13 news channel "News Live Room", Wang Jian, aged 27, and Liu Huan, aged 20, both worked in Changzhou for many years. As two young people wandering in a foreign land, they fell in love in July 2018. However, after only three months, Liu Huan’s medical certificate made a great change in their lives.

　　　　　　 Liu Huan was diagnosed with tuberculous peritonitis. It costs tens of thousands of yuan to be hospitalized in Changzhou. Considering the financial constraints, Liu Huan decided to go back to his hometown for herbal treatment after consulting with his family. However, what Wang Jian didn’t expect was that Liu Huan’s condition suddenly deteriorated two months later. Due to the limited local medical conditions in Guizhou, Liu Huan can only wait for his parents to chip in and go to other places for medical treatment.

　　　　　　 Wang Jian knew that Liu Huan’s illness could not wait any longer. He wanted to take Liu Huan to Changzhou for treatment and contacted a doctor. It is not an easy task to take Liu Huan, who is seriously ill, to Changzhou. Along the way, Wang Jian traveled more than 4,000 kilometers by motorcycle, car and plane. For Wang Jian, every step of the 4000 kilometers is a breakthrough, but the young man’s idea of saving his girlfriend has never changed.

　　　　　　 At present, Liu Huan is still receiving treatment in the hospital, waiting for further surgery. However, their story was reported and more people knew it. Wang Jian received love donations from all over the country. However, the two decided not to accept donations when the amount of donations was enough for the current medical expenses. Money is enough to save lives, and more money should be used to save others. This limited acceptance of donations is another responsibility that Wang Jian and Liu Huan are fulfilling, so that love and donations can enter an infinite virtuous circle and help more people in need.

　　　　　　 [Keywords:] copyright "black hole"

　　　　　　 According to CCTV-1 comprehensive channel "Evening News", recently, six places in the world released the first photo of human black hole, which took two years to develop. Unexpectedly, the next day, a website named "vision china" claimed the copyright of this photo. When the news came out, public opinion was in an uproar. The common achievement of mankind, how did copyright become this company? Sure enough, because of this incident, this company is in trouble.

　　　　　　 A cosmic black hole leads to an industrial black hole. Only by protecting intellectual property rights can there be more and better original works, which has become a social consensus. China is also constantly strengthening the legal system and supervision system for intellectual property protection. With the face of "what can I do?", vision china sells legal affairs, which infringes on the legitimate rights and interests of the creators and "extorts rights from users". Both the creator and the user have suffered, so the online phrase "vision china has suffered for a long time" came into being. This kind of bad activity has been successful many times, which has seriously damaged the market order and shown the public a blood-sucking cancer in copyright trading. It is necessary to severely punish vision china; It is even more necessary to guard against the next vision china. A healthy and benign copyright market is bound to stimulate the creative enthusiasm of the original creators, and it is bound to be a market that does not give vision china any chance to survive.

　　　　　　 Keywords: willfulness is not a reason

　　　　　　 According to the CCTV-12 social and legal channel "Hotline 12", recently, the Kaixuan Police Station of Jianggan Branch of Hangzhou Public Security Bureau in Zhejiang Province received an alarm saying that at an intersection in the jurisdiction, a man and a woman were disheveled and squatting in the middle of the road, which seriously affected the normal passage of passing vehicles. After the police rushed to the scene, they were taken away for questioning. Unexpectedly, something unexpected happened later.

　　　　　　 It turned out that at this time, the police station received another report that a fire broke out in a nearby community, and this community was only a few hundred meters away from the intersection where couples made trouble. The burning room is where the couple live. According to the man’s memory, because of anger, the woman lit a paper towel and threw it on the bed, trying to scare her boyfriend by arson. Although the man quickly put out the fire, in fact, the fire at that time was not completely extinguished, which led to the fire. More than 100 people were evacuated from the scene, three or four fire engines were dispatched at the same time, a dozen or twenty police officers arrived at the scene, and more fire officers and soldiers were dispatched. The scene in the process of fire fighting aroused people’s disgust: the woman found the room on fire and tried to break into the fire to save the cat without wearing any protective equipment. But in fact, firefighters have rescued the cat, only because the white cat was smoked to gray, the woman did not recognize it. And most importantly, the first consideration at the scene of the fire should be personal safety. Just because of her wayward behavior, it has seriously affected the surrounding people. As a result, the woman’s first thought is herself.

　　　　　　 After further investigation by the police, the couple who staged this farce were criminally detained on suspicion of arson, and it was illegal for them to commit suicide by squatting in the middle of the road. Therefore, the police also punished this behavior.

　　　　　　 The outbreak of this extreme emotion is also a major security risk to society in many cases. This is a typical giant baby mentality. This mentality is particularly obvious in this case, and both the woman and the man actually have related responsibilities. In recent years, people like this and farce like this are common occurrences. Experts believe that these people should enhance their legal awareness and learn to control their emotions, and they should not allow their actions to break through the bottom line of law and society.

　　　　　　 [Keywords:] refugee crisis

　　　　　　 According to CCTV-13 news channel "News Live Room", the "Wasi Refugee Camp" on Samos Island in Greece has been a hot spot of concern to all walks of life in Greece and relevant United Nations organizations in the past six months — — The overcrowding there and the deteriorating health and order are becoming more and more disturbing.

　　　　　　 Maria, the person in charge of "Wasi Refugee Camp", told reporters that according to the agreement signed between the EU and Turkey in March 2016, all refugees who arrived in Greek islands through Turkey must go through the asylum application procedures in situ, and should be repatriated to Turkey immediately after being rejected. However, in fact, the number of repatriated people has been very small, which has caused a large number of refugees to stay, and the refugee camps are increasingly overwhelmed — — Take the "Wasi Refugee Camp" which was put into use in 2013 as an example. Originally, it could only accommodate 700 people. Due to the continuous influx of refugees, the refugee camp has been expanded twice on a large scale. Now, there are nearly 3,000 people living in the wall, and nearly 1,000 people are crowded in the temporary tent outside the wall. Although the number of staff in the refugee camp has increased from the initial 9 to 129, it is still difficult to cope with the deteriorating situation inside and outside the refugee camp. (Editor in Charge/Liu Shan)