刑事职业禁止制度的规范解读

《刑法修正案(九)》在我国刑事处罚体系中增加了职业禁止制度,虽未有明文规定,但结合其内容规定以及刑法体系而言,性质归属上应为保安处分措施,是对我国现存的从业资格限制体系的完善与补充。在此基础上将其判断依据从犯罪情况和预防再犯罪的需要最终定位于人身危险性的判断,将禁止的职业范围限定为行为人所从事的同一职业或具有相同特定义务的相近职业范围之内,并充分保障行为人上诉权等救济途径。     

我国交通运输业全面进行碳排放权交易研究

<正>碳排放权交易是控制温室气体排放的重要市场机制，是一种有效的碳减排方法。目前，我国交通运输业已试点参与碳排放权交易，并为全面参与积极准备。本文针对交通运输业全面碳排放交易面临机遇和挑战进行调研分析，结合交易流程和交易定价分析，为交通运输业全面进行碳排放权交易提供政策建议，为交通运输业全面进行碳排放权交易提供参考。     

文本分析视角下监视居住适用条件的逻辑冲突

在我国,监视居住一般被定位为逮捕的替代性措施,在适用条件上有着严格的要求,但其在刑事诉讼立法上却出现了明显的逻辑矛盾,即在人民检察院决定对犯罪嫌疑人不予逮捕后仍存在适用监视居住的可能性。《中华人民共和国刑事诉讼法》(下文简称为《刑事诉讼法》)规定,在检察机关未批捕犯罪嫌疑人的情况下,侦查机关仍旧可以对案件进行有效侦查,这对刑事案件侦破具有实际意义。但是,为使我国监视居住制度在整体上更加精细,我们应当从规范司法实践、参考司法解释以及化解条文逻辑矛盾的角度对其进行完善。     

从交通企业发展看企校合作模式建构

随着我国高等教育管理体制改革的不断深入,原属于交通部直接管理的交通高等学校绝大多数对归属国家和地方教育行政部门管理。这种改革改变了我国高等教育管理体制条块分割、     

试论我国公路企业资产属性确定及意义

本文站在公路经营企业的角度 ,通过对公路资产的归属进行研究 ,阐明了我国公路经营企业所拥有的公路资产的属性及其意义     

关于铁路客运公司销售渠道的思考

客运公司销售渠道是铁路客运体制改革中的重要问题。经营模式的转变使铁路运输企业的价值链发生重大变化，车站售票系统的归属变得十分重要。不论车站售票系统归属路网还是客运公司，歧视性售票问题仍会非常突出。因此，需要克服车站家代理铁路客票的不足，打破垄断销售的局面，构建混合销售系统。     

贯彻行政许可法 改革运管机制

《行政许可法》的颁布施行，标志着我国政府对经济社会事务的管理走向法治化、规范化，对政府管理理念、管理职能、管理体制、管理方式以及政府工作人员的管理行为，都将产生重大影响。我们要依照《行政许可法》的规定，改革现行运政管理机制，逐步建立结构合理、配置科学、程序严密、制约有效的权     

关于资产评估立项确认工作的暂行规定

财评字［１９９９］９０号一、立项、确认工作权限划分（一）根据分级管理原则，归属中央管辖的国有资产占有单位的资产评估立项和确认，一般由财政部办理；归属地方各级管辖的国有资产占有单位的资产评估立项和确认，一般由同级资产评估行政主管部门办理。（二）归属地方管辖的国有资产占有单位涉及以下经济行为的资产评估立项和确认，需由省级资产评估行政主管部门初审后，报财政部办理：１占有国有资产的单位发起设立或改组设立股份有限公司并拟在境内外公开发行各种股票；２占有国有资产的单位经批准发行可转换公司债券；３国有企…     

铁路企业出资者所有权监管问题研究

随着我国铁路企业改革的深入，一些非运输企业按照现代企业制度的要求进行公司制改组。对此铁路出资者应按照“两权”分离原则，行使出资者的所有权管理职能，并对其出资承担监管和保值增值的责任。通过分析铁路企业出资者所有权监管存在的问题，提出相应的解决对策。     

让空中服务彰显航空餐食特色

航空餐食产品与空中服务看似两条平行线，互不相干，尤其是在南航将原来归属客舱部管理的航空餐食划归南航航空食品部统一管辖后，与归属客舱部管辖的空乘服务的间距似乎越拉越大，致使许多乘务员与地面餐食加工人员知道去做什么，但不清楚为什么要这样做。因此，航空餐食产品与空中服务的紧密配合，直接影响着航空服务的优劣。一位优秀的乘务员，不仅是空中优秀服务员，也是一名优秀餐食推销员。     

The motorcycle to passenger car ownership ratio and economic growth: A cross-country analysis

Cross-country statistics have revealed steady growth in the number of motorcycles in many less advanced economic countries (LAEC) with emerging economies due to increased urbanisation and personal wealth. In contrast, an opposite trend is occurring in advanced economic countries (AEC), with cars replacing motorcycles as income grows. Motor vehicle crashes and injuries are an inevitable consequence of a high motorcycle population. This study focused on understanding how economic growth affects the motorcycle to passenger car (MPC) ownership ratio and what factors underlie this relationship. The data used in this analysis contained a sample of 80 countries at various levels of economic developmental growth over the 48-year period between 1963 and 2010. The results pointed to an inverted U-shaped relationship between the MPC ownership ratio and the per capita Gross Domestic Product (GDP). Generally, the MPC ownership ratio increased with income at a lower level and decreased with income at a higher level. The evidence indicated that urbanisation, the total road length per thousand population, and a proxy for purchasing power with regard to vehicle purchases were the underlying factors that contributed to this relationship.     

Nonlinear effects of residential and workplace built environment on car dependence

The relationships between the built environment (BE) and car dependence have been thoroughly evaluated, with a primary focus on the residential BE; however, the effects of the BE at workplaces have remained largely unexplored. Little is known about the potential nonlinear effects of the BE at both locations. Using data from a household travel survey in Changchun, China, we aimed to reveal the nonlinear effects of the residential and workplace BE on car dependence by building a gradient boosting decision trees model. The results show that the BE at both locations has strong explanatory power for car ownership and car purchasing intention. With relative contributions values of 17.90% and 18.13%, respectively, the BE at workplaces contributes less to explaining the two dependent variables than the BE at residences. All BE attributes show nonlinear effects on car ownership, and car purchasing intention and the effects differ between residential and workplace locations.     

Privatization,corporatization, ownership forms and their effects on the performance of the world's major airports

This paper focuses on measuring and comparing productive efficiency and profitability among airports owned and operated by government departments, 100% government-owned corporations, independent airport authorities, mixed enterprises with government majority ownership and mixed enterprises with private majority ownership. The analysis is based on a cross-sectional, time-series dataset (2001–2003) for the major Asia-Pacific, European and North American airports. There is strong evidence that airports with government majority ownership and those owned by multi-level of government are significantly less efficient than airports with a private majority ownership; there is no statistically significant evidence to suggest that airports owned and operated by US government branches, independent airport authorities in North America, or airports elsewhere operated by 100% government corporations have lower operating efficiency than airports with a private majority ownership; airports with a private majority ownership achieve significantly higher operating profit margins than other airports; whereas airports with government majority ownership or multi-level government ownership have the lowest operating profit margin; and generally, airports with a private majority ownership derive a much higher proportion of their total revenue from non-aviation services than any other category of airports while offering significantly lower aeronautical charges than airports in other ownership categories excluding US airports. The results suggest that private–public–partnership with minority private sector participation and multi-level governments’ ownership should be avoided, supporting the majority private sector ownership and operation of airports.     

Temporal dynamics in local vehicle ownership for Great Britain

This article explores the stability of local vehicle ownership rates in Great Britain using the technique of spatial Markov chain analysis. Non-spatial Markov chain processes describe the transition of neighbourhoods through levels of ownership with no regard to their neighbourhood context. In reality however, how a neighbourhood transitions to different levels of ownership could be influenced by its neighbourhood context. A spatial Markov chain accounts for this context by estimating transition properties that are conditioned on the surrounding neighbourhood. These spatial Markov chain properties are estimated using a long run census time series from 1971 to 2011 of household vehicle ownership rates in Great Britain. These processes show that there is different behaviour in how neighbourhoods transition between levels of ownership depending on the context of their surrounding neighbours. The general finding is that the spatial Markov process will lead to a greater homogeneity in levels of ownership in each locality, with neighbourhoods surrounded by relatively low ownership neighbourhoods taking longer than a non-spatial Markov process would suggest to transition to higher levels, whilst neighbourhoods of high ownership surrounded by high ownership neighbourhoods take longer to transition to lower levels. This work corroborates Tobler's first law of geography “Everything is related to everything else, but near things are more related than distant things” but also provides practical guidance. Firstly, in modelling ownership, spatial effects need to be tested and when present, accounted for in the model formulation. Secondly, in a policy context, the surrounding neighbourhood situation is important, with neighbourhoods having a tendency towards homogeneity of ownership levels. This allows for the effective planning of transport provision for local services. Thirdly, vehicle ownership is often used as a proxy for the social and aspirational nature of an area and these results suggest that these properties will persist for a prolonged period, possibly perpetuating and exacerbating differentials in society.     

国铁企业员工持股实施路径探析

伴随着国有企业改革的深入推进,国家持续完善员工持股相关制度,不断扩大试点企业范围,支持和指导国有企业推进员工持股。通过阐述国有企业试点情况、国有企业试点属性、员工持股方案和员工持股平台等国有企业员工持股试点推进情况,从符合国家政策要求发展趋势、提升国铁企业市场竞争能力、适应国铁企业经营发展要求和激发国铁企业员工活力等方面,剖析国铁企业员工持股实施优势,提出国铁企业员工持股实施路径,即:争取国家政策支持,精选国铁企业试点,健全试点企业制度,制定试点操作方案,完善运作监管机制,提高国铁企业市场化经营的竞争力。     

Car ownership as a mediating variable in car travel behaviour research using a structural equation modelling approach to identify its dual relationship

Car ownership is generally considered an important variable in car travel behaviour research, but its specific role is often not well understood. Certain empirical studies consider car ownership as the dependent variable explained by the built environment, whereas other studies deem it to be one of the independent variables explaining car travel behaviour. This paper takes note of the dual influence car ownership has in explaining car travel behaviour by assuming that car ownership mediates the relationship between the built environment and car use. The relationship is estimated using a structural equation model since it accounts for mediating variables. This approach confirms the intermediary nature of car ownership.     

US airport ownership,efficiency, and heterogeneity

All US commercial airports are in the public sector yet not all have the same ownership type. For medium and large hub US airports we use stochastic frontier analysis to analyze the efficiency differences for alternative airport ownership types. We find that while form of ownership may matter for cost efficiency, in general its effect is relatively small. Yet type of public sector ownership does have cost efficiency implications in certain environments. Further, when heterogeneity is not controlled, the results change substantially so that type of ownership matters much more which demonstrates the importance of controlling for cross section heterogeneity.     

Determinants of car ownership among young households in the Netherlands: The role of urbanisation and demographic and economic characteristics

In the Netherlands, car ownership among young adults has slowly decreased in recent decades. The main causes of this trend are still unclear. Using a unique dataset in which vehicle registration data were combined with population and income register data for 2012/2013, this paper explores how car ownership among young Dutch households varies with household composition, urbanisation level (of household location), household income, employment status and ethnic background. Logistic regression analysis of this data revealed that urbanisation level and household composition are essential factors influencing car ownership. In addition, we found significant interaction effects between these two factors: the influence of urbanisation level on car ownership was much stronger for young couples than for young families or singles. Our results imply that increasing urbanisation and postponement of parenthood could reduce future car ownership among young adults in general. However, the increasing number of young families moving to more urbanised areas could increase future car ownership in cities.     

Where are the electric vehicles? A spatial model for vehicle-choice count data

Electric vehicles (EVs) are predicted to increase in market share as auto manufacturers introduce more fuel efficient vehicles to meet stricter fuel economy mandates and fossil fuel costs remain unpredictable. Reflecting spatial autocorrelation while controlling for a variety of demographic and locational (e.g., built environment) attributes, the zone-level spatial count model in this paper offers valuable information for power providers and charging station location decisions. By anticipating over 745,000 personal-vehicle registrations across a sample of 1000 census block groups in the Philadelphia region, a trivariate Poisson-lognormal conditional autoregressive (CAR) model anticipates Prius hybrid EV, other EV, and conventional vehicle ownership levels. Initial results signal higher EV ownership rates in more central zones with higher household incomes, along with significant residual spatial autocorrelation, suggesting that spatially-correlated latent variables and/or peer (neighbor) effects on purchase decisions are present. Such data sets will become more comprehensive and informative as EV market shares rise. This work’s multivariate Poisson-lognormal CAR modeling approach offers a rigorous, behaviorally-defensible framework for spatial patterns in choice behavior.     

Public,private and mixed ownership and the performance of international airlines

Many airlines are neither completely public nor private enterprises but have hybrid or mixed public-private ownership. Theory and evidence regarding the performance of private, public and mixed ownership are addressed in the context of the international airline industry. The study empirically examines the influence of an airline's ownership structure on multiple dimensions of its performance. In general, the results indicate that public sector airlines under-perform relative private sector airlines. In addition, we find that airlines with mixed ownership tend to perform better than public sector airlines, but worse than private sector carriers.