MARITIME TRAFFIC SAFETY LAW OF THE PEOPLE'S REPUBLIC OF CHINA ——附加英文版
The Standing Committee of the National People's Congress
MARITIME TRAFFIC SAFETY LAW OF THE PEOPLE'S REPUBLIC OF CHINA
(Adopted at the Second Meeting of the Standing Committee of the
Sixth National People's Congress, promulgated by Order No. 7 of the
President of the People's Republic of China on September 2, 1983, and
effective as of January, 1, 1984)
Contents
Chapter I General Provisions
Chapter II Inspection and Registration of Vessels
Chapter III Personnel on Vessels and Installations
Chapter IV Navigation, Berthing and Operations
Chapter V Safety Protection
Chapter VI Transport of Dangerous Goods
Chapter VII Rescue from Disasters at Sea
Chapter VIII Salvage and Removal of Sunken and Drifting Objects
Chapter IX Investigation and Handling of Traffic Accidents
Chapter X Legal Liability
Chapter XI Special Provisions
Chapter XII Supplementary Provisions
Chapter I General Provisions
Article 1
This law is formulated in order to strengthen the control of maritime
traffic; ensure the safety of vessels, installations, human life and
property; and safeguard the rights and interests of the state.
Article 2
This Law shall apply to all vessels, installations and personnel and to
the owners and managers of such vessels and installations that navigate,
berth or operate in the coastal waters of the People's Republic of China.
Article 3
The harbour superintendence agencies of the People's Republic of China
shall be the competent authorities responsible for the unified supervision
and administration of traffic safety in the coastal waters.
Chapter II Inspection and Registration of Vessels
Article 4
Vessels and their major equipment relating to navigation safety must have
valid technical certificates issued by vessel inspection departments.
Article 5
A vessel must have a certificates showing its nationality, a vessel
registry certificate or a vessel licence.
Chapter III Personnel on Vessels and Installations
Article 6
Vessels shall be manned with qualified crew members according to a
standard quota to ensure the vessels' safety.
Article 7
The captain, chief engineer, pilot, engineers, radio and telephone
operators and similar personnel on board seaplanes or submersibles must
hold valid job certificates. All other crew members must undergo
specialized technical training required for their work.
Article 8
In accordance with state provisions, all installations shall be provided
with personnel who have mastered the techniques of collision avoidance,
signalling, communications, fire control, life-saving and other
operations.
Article 9
All personnel on vessels and installations must observe relevant rules and
regulations concerning maritime traffic safety, follow the operating rules
and ensure the safety of the vessels and installations in navigation,
berthing and operations.
Chapter IV Navigation, Berthing and Operations
Article 10
While navigating, berthing or carrying out operations, vessels and
installations must abide by the relevant laws, administrative statutes and
rules and regulations of the People's Republic of China.
Article 11
Non-military vessels of foreign nationality may not enter the internal
waters and harbours of the People's Republic of China without the approval
of its competent authorities. However, under unexpected circumstances such
as critical illness of personnel, engine breakdown or the vessels being in
distress or seeking shelter from weather when they do not have the time to
obtain approval, they may, while entering China's internal waters of
harbour, make an emergency report to the competent authorities and shall
obey its directions.
Military vessels of foreign nationality may not enter the territorial
waters of the People's Republic of China without the approval of the
Government of the People's Republic of China.
Article 12
Vessels sailing on international routes that enter and leave the harbours
of the People's Republic of China must accept inspection by the competent
authorities. Vessels of Chinese nationality sailing on domestic routes
that enter and leave such harbours must obtain port entry and departure
visas.
Article 13
Vessels of foreign nationality entering and leaving a harbour of the
People's Republic of China, navigating or shifting berths in the harbour
area, or approaching or leaving mooring points or loading spots outside
the harbour must be navigated by a pilot designated by the competent
authorities.
Article 14
When entering or leaving harbours or passing through controlled traffic
areas, crowded navigable areas or areas where navigational conditions are
restricted, vessels must observe the special regulations promulgated by
the Government of the People's Republic of China or by the competent
authorities.
Article 15
Vessels shall be prohibited from entering or passing through restricted
navigation zones unless specially permitted by the competent authorities.
Article 16
Towing operations on the open sea involving large-sized installations and
mobile platforms must undergo towing inspection conducted by vessel
inspection departments and be reported to the competent authorities for
examination and approval.
Article 17
If the competent authorities finds the actual condition of a vessel to be
not in conformity with what is stated in the vessel's certificates, it
shall have the right to require the vessel to apply for a new inspection
or notify its owner or manager to adopt effective safety measures.
Article 18
If the competent authorities believes that a vessel presents a menace to
the safety of a harbour, it shall have the right to forbid the vessel from
entering the harbour or to order it to leave the harbour.
Article 19
The competent authorities shall have the right to forbid a vessel or an
installation from leaving the harbour or order it to suspend its voyage,
change its route or cease its operations under any one of the following
circumstances:
(1) if it violates any law, administrative statute or other rule or
regulation of the People's Republic of China;
(2) if it is in a condition unsuitable for navigation or towing;
(3) if it was involved in a traffic accident and has not completed the
necessary formalities;
(4) if it has not paid the fees that are due or furnished appropriate
security to the competent authorities or the department concerned: or
(5) if the competent authorities considers that there are other
circumstances that will jeopardize or might jeopardize maritime traffic
safety.
Chapter V Safety Protection
Article 20
Construction operations to be carried out on the surface or underwater in
coastal waters and the demarcation of corresponding safe operation zones
must be reported to the competent authorities for examination and approval
and must be publicly announced. Vessels not involved in the construction
project may not enter the safe operation zones. The construction unit may
not enlarge such zones without authorization. When shore lines are to be
used in harbour areas or when construction work, including overhead
operations, is to be carried out on the sea surface or underwater in such
areas, the plan and a drawing thereof must be submitted to the competent
authorities for examination and approval.
Article 21
The designation of restricted navigation zones in coastal waters must be
approved by the State Council or the competent authorities. However, the
designation of restricted navigation zones for military purposes shall be
approved by the competent department of the state in charge of military
affairs.
The restricted navigation zones shall be announced by the competent
authorities.
Article 22
Without the approval of the competent authorities, no installations may be
established or constructed, nor may any activities that hinder
navigational safety be carried out in harbour areas, anchorages,
navigation lanes, or crowded navigable areas, as well as in navigation
routes announced by the competent authorities.
With respect to any installations which have been established or
constructed in the above-mentioned areas without authorization, the
competent authorities shall have the right to order their owners to remove
or dismantle the installations within a given period of time.
Article 23
It shall be forbidden to damage navigation aids or navigational
facilities. Whoever has damaged navigation aids or navigational facilities
shall immediately report the damage to the competent authorities and be
liable for compensation.
Article 24
Vessels and installations shall promptly make a report to the competent
authorities if they discover any of the following situations:
(1) If navigation aids or navigational facilities malfunction or become
abnormal;
(2) if an obstacle or drifting object jeopardizing the safety of
navigation is discovered; or
(3) if there are other abnormal situations jeopardizing the safety of
navigation.
Article 25
No obstacle affecting the efficacy of navigation aids may be erected or
installed in areas surrounding the aids. Any lights in the vicinity of the
navigation aids or navigational lanes that jeopardize navigation safety
shall be properly screened.
Article 26
When removing or dismantling installations, salvaging or removing sunken
ships or objects, and handling the finishing operations of underwater
projects, no hidden dangers shall be left to menace navigational or
operational safety. Before the aforesaid operations have been properly
completed, their owners or managers must be responsible for erecting
markers as required and making an accurate report to the competent
authority on the type, shape, size and location of the obstacle and the
depth of water over it.
Article 27
Safety administration must be strengthened with respect to harbour
wharves, mooring points and loading spots outside of harbour areas as well
as ship locks, so that they are always kept in good condition.
Article 28
To meet the requirements of maritime traffic safety, the competent
authority shall fix and adjust traffic control areas and harbour
anchorages. The designation of anchorages outside of harbour areas shall
be announced by the competent authority after the report relative thereto
has been submitted to and approved by higher authorities.
Article 29
The competent authorities shall, in accordance with relevant provisions of
the state, be responsible for issuing navigational warnings and
navigational notices.
Article 30
In order to ensure the safety of navigation, berthing and operations, the
departments concerned shall maintain unimpeded communications facilities,
ensure distinct and effective navigation aids and navigational facilities
and, in a timely manner, provide offshore meteorological forecasts and
necessary books and reference materials concerning maritime navigation.
Article 31
When vessels and installations are involved in accidents that jeopardize
or may jeopardize traffic safety, the competent authorities shall have the
right to take necessary, compulsory measures to deal with the matter.
Chapter VI Transport of Dangerous Goods
Article 32
When vessels or installations store, load, unload or transport dangerous
goods, they must maintain safe and reliable equipment and conditions and
observe the state provisions governing the control and transport of
dangerous goods.
Article 33
When vessels load and transport dangerous goods, they must go through the
procedures for declaration to the competent authorities and they may not
enter or leave the harbour or load or unload until approval has been
obtained.
Chapter VII Rescue from Disasters at Sea
Article 34
When vessels, installations or aircraft are in distress, they shall, in
addition to issuing distress signals calling for help, use the quickest
method possible to report to the competent authorities the time and place
of the accident, the extent of damage, the assistance required and the
cause of the accident.
Article 35
Vessels, installations or aircraft in distress and their owners or mangers
shall take all effective measures to organize their own rescue efforts.
Article 36
When vessels or installations in the vicinity of the scene of an accident
receive a distress signal or discover that people's lives are endangered,
they shall do their best to rescue the people in distress insofar as their
own safety is not seriously endangered, and promptly report to the
competent authorities the situation at the scene, their own names, call
numbers and positions.
Article 37
Vessels or installations involved in a collision shall exchange their
names, nationalities and ports of registry and do their best to rescue
personnel in distress. The vessels involved may not leave the scene of
the accident without authorization, insofar as their own safety is not
seriously endangered.
Article 38
Upon receiving a request for rescue, the competent authorities shall
immediately organize a rescue operation. All units concerned and vessels
or installations in the vicinity of the scene must act under the orders of
the competent authorities.
Article 39
When a foreign country intends to dispatch vessels or aircraft into the
territorial waters or the airspace over the territorial waters of the
People's Republic of China to search for and rescue vessels or people in
distress, it must obtain the approval of the competent [Chinese]
authorities.
Chapter VIII Salvage and Removal of Sunken and Drifting Objects
Article 40
With respect to sunken or drifting objects that may affect the safety of
navigation and the management of navigation lanes, as well as those
constituting a threat of explosion, the owners or managers thereof shall
salvage and remove such objects within a deadline set by the competent
authorities. Otherwise, the competent authorities shall have the right to
take measures to compel the salvage and removal of the objects, and their
owners or managers shall bear all the expenses incurred thereby.
The provisions of this Article shall not prejudice the rights of the
owners or managers of the sunken or drifting objects to demand
compensation from third parties.
Article 41
No sunken vessels or sunken objects in the coastal waters may be salvaged
or dismantled without the approval of the competent authorities.
Chapter IX Investigation and Handling of Traffic Accidents
Article 42
Any vessel or installation involved in a traffic accident shall submit a
written accident report and relative materials to the competent
authorities and accept its investigation and handling of the accident.
While being investigated by the competent authorities the parties involved
in the accident and relevant personnel must give a truthful account of
circumstances at the scene of the accident and other relevant information.
Article 43
In the event of a traffic accident that involves a vessel or installation,
the competent authorities shall ascertain the cause of the accident and
fix the responsibility for it.
Chapter X Legal Liability
Article 44
The competent authorities shall, in the light of the circumstances, impose
one or more of the following penalties on anyone who violates this Law:
(1) warnings;
(2) withholding or revoking work certificates; or
(3) fines.
Article 45
If a party does not accept the penalty of a fine or revocation of his work
certificate imposed by the competent authorities, he may bring suit in a
people's court within 15 days after receiving notification of the penalty.
If he neither brings suit nor complies with the penalty upon the
expiration of that period, the competent authorities shall request
compulsory enforcement from the people's court.
Article 46
A civil dispute arising from a maritime traffic accident may be settled
through mediation by the competent authorities. If the parties are
unwilling to have the case mediated or if the mediation is unsuccessful,
the parties may bring suit in the people's court. Parties to a case
involving foreign interests may also submit the case to an arbitration
agency for mediation, in accordance with the written agreement concluded
between them.
Article 47
Those whose violation of this Law constitutes a crime shall be
investigated for their criminal responsibility by judicial organs in
accordance with the Law.
Chapter XI Special Provisions
Article 48
Within the waters of fishing harbours, the state fisheries administration
and fishing harbour superintendence agencies shall exercise the functions
and powers of the competent authorities as provided in this Law, being
responsible for the supervision and administration of traffic safety and
for the investigation and handling of traffic accidents between fishing
vessels in coastal waters. Concrete measures for implementation shall be
separately prescribed by the State Council.
Article 49
The internal administration of offshore military jurisdictional areas and
military vessels and installations, the administration of surface and
underwater operations carried out for military purposes, and the
inspection and registration of public security vessels, the provision of
their personnel and the issuing of their port entry and departure visas
shall be separately prescribed by the relevant competent departments of
the state in accordance with this Law.
Chapter XII Supplementary Provisions
Article 50
For the purpose of this Law, the definitions of the following terms are:
"Coastal waters" means the harbours, inland waters, territorial waters and
all other sea areas under the jurisdiction of the state along the seacoast
of the People's Republic of China.
"Vessels" means all types of displacement or non-displacement ships,
rafts, seaplanes, submersibles and mobile platforms.
"Installations" means all types of surface and underwater structures or
installations, whether fixed or floating, and fixed platforms.
"Operations" means investigations, exploration, exploitation, survey
construction, dredging, demolition, rescue, salvage, towing, fishing,
aquatic breeding, loading and unloading, scientific experimentation and
other surface and underwater operations.
Article 51
The competent department of the State Council shall, on the basis of this
Law, formulate rules for its implementation, which shall go into effect
after being submitted to and approved by the State Council.
Article 52
In cases of conflict between laws and regulations pertaining to maritime
traffic safety hitherto promulgated and this Law, this Law shall prevail.
Article 53
This Law shall go into effect on January 1, 1984.
Important Notice:
This English document is coming from "LAWS AND REGULATIONS OF THE
PEOPLE'S REPUBLIC OF CHINA GOVERNING FOREIGN-RELATED MATTERS" (1991.7)
which is compiled by the Brueau of Legislative Affairs of the State
Council of the People's Republic of China, and is published by the China
Legal System Publishing House.
In case of discrepancy, the original version in Chinese shall prevail.
试论手机短信的证据能力和证明力
——从一起借贷纠纷谈起
杨姝毅
一、基本案情
2004年2月4日南宁市永新区法院受理了原告曾建国诉被告王玲玲欠款案。原告主张2002年9月13日南宁市民曾建国借给朋友王玲玲3万元，期限是三个月，双方还约定了利息，但是被告至今没有履行约定。原告提交的证据主要有：
1、双方签订的一份借款协议，协议约定：被告向原告借款3万元，借款期限3个月，每月结付一次利息；
2、两张买房收据和房子的钥匙，是王玲玲交给曾建国作抵押的保证；
3、被告发给原告的一份短信，内容大致是要求原告宽限三个月。
本案的情况很简单，实际上就是对证据的认定和采信。
对证据1，由于原告和被告之间签订的“借款协议”不是借据，也不是收据，不能证明王玲玲已经收了3万元；
对证据2，根据我国《担保法》和《房地产法》的相关规定，房屋作为不动产，抵押应当订立书面合同，并且要经过有关部门登记才能生效。因此，原告和被告之间房屋抵押的口头约定无效。
对证据3，短信作为证据在我国还是首次，法庭经过讨论决定同意短信作证，但原告必须拿出证据证明那条短信确系被告所发。
对原告来说，在证据1和2明确被排除的情况下，证据3更显得具有决定性价值。但原告要想证明发送那条短信的手机确实是被告的手机，而且是否以其名字登记，只有通过移动公司才能查实。而移动公司规定，只有本人持身份证才能打印话费单，才能查阅有关资料。因此原告方无法取得被告的短信资料，于是请求法院依职权取证。在这样的情况下仍旧遭到移动公司的拒绝。
2004年3月2日法院公开审理此案，被告未答辩也未出庭。然而戏剧性的一幕出现在庭审过程中，正当原告为证据不足而不安时，移动公司的工作人员将发送短信的那个手机号码的话费单递交给了法官，上面醒目地印着被告的名字。审理至此，法院认定给原告发送短信的人就是被告。2004年3月28日，永新区人民法院作出了[2004]永民初字第78号判决书，判决被告王玲玲返还曾建国借款3万元及利息。
二、问题
手机短信能否作为证据使用，如果可以，其证明力又是如何呢？
三、法理论证
（一）短信的证据形式
短信属于哪种证据形式关系到现行法律对其的适用，也涉及到对其证明力的判断标准问题。笔者认为目前可以明确的一点是，短信属于电子数据文件。当前学者对电子证据形式争议的观点有很多种，主要的有两种：
1．认为电子证据是视听资料，理由是：电子证据和视听资料储存都需要借助一定的设备来反映；都是运用一定的科技手段制作、传播、识别和感知；易删改；易复制。另外，1982年的《民事诉讼法(试行)》中将录音、录像、计算机存储资料等划归视听资料这一新的证据种类，这也就是为什么目前仍有许多学者支持将电子证据视为视听资料之一的主要原因。
2．主张电子证据属于书证，根据是：电子证据和书证一样都是通过内容表达中心思想；我国证据理论和立法上都已经将书证扩大到数据电文形式；国外理论和立法也大多承认电子证据相当于书证。
毫无疑问，数据电文可以成为证据是学者们一致的观点，但对电子证据的归属存在不同看法。当前，许多人都建议将电子证据作为一种新的独立的证据，笔者赞同这种观点。笔者认为，以上两种观点都局限在现有法律规定的框架下，虽然电子证据和视听资料、书证有交叉的地方，但上述两派学者之间争论的理由正是对方存在的缺陷。我国现行《刑事诉讼法》和《民事诉讼法》及司法解释对各种证据形式均没有做出确切的界定，导致理论界和实务界在对证据形式的认识上界限模糊，认识不一。笔者认为，不妨大胆突破现有证据的表现形式，承认电子证据为独立的证据种类，从而消除电子证据处在书证和视听资料之间的尴尬地位。然而反对这种意见的学者认为，电子证据同七种传统的证据形式相比，并未创造一种全新的证明机制，如果说有所不同则仅是外在形式的不同，而且会给我国现行的本来就不严密的证据“七分法”乱上添乱。 然笔者认为，电子证据在证据保全、采集、审查和开示上各需要有独特的方法以及专业人员的支持，不同于一般的传统证据，说其只是外在形式不同是片面的；而正是这些特点让采信电子证据成为一种新的证明机制也是合理的，也是对我国证据制度的完善。
2005年4月1日生效的《中华人民共和国电子签名法》（以下简称《电子签名法》）承认了数据电文中的电子签名的法律效力。该法第2条第二款规定，“数据电文，是指以电子、光学、磁或者类似手段生成、发送、接收或者储存的信息。”第7条规定，“数据电文不得仅因为其是以电子、光学、磁或者类似手段生成、发送、接收或者储存的而被拒绝作为证据使用。”虽然《电子签名法》不是对电子数据文件的专门立法，但是它至少说明了数据电文是有别于书证和视听资料的证据形式，具有单独成为证据形式的可行性。短信操作流程的特点决定其可以成为数据电文的一种。
本案中，法庭没有明确说明短信在采信过程中被界定为何种证据形式，或许是为了规避法律的尴尬，但无论如何，现代的证据制度已经不是“法定证据制度”的时代，法官不需要僵硬地按照法律的规定接纳证据，法官在不违背法律和良心的情况下享有自由裁量权，本案法院的判决是对短信证据价值的肯定。
（二）短信的证据能力
1、证据能力定性
关于证据能力的定性问题，很多论著都将证据能力等同于证据的可采性（admissibility），笔者认为，证据的可采性是英美法系证据理论中的概念，它是和证据的相关性（relevance）紧密相连的，具有相关性的证据才可能被采信。因此，在证据制度下，相关性是可采性的前提。证据要获得相关性必须具备如下要件：（1）必须指向案件争议的重要事实；（2）必须能使案件事实存在或不存在的可能性更大些。 相关证据的采信经常遭受无数的排除规则，但一般比较常见的是传闻证据、意见证据、品格证据、最佳证据规则、以及其他场合的行为证据（conduct on other occasions ）。由此可见，英美证据制度对证据材料进入诉讼流程设置了两重关卡，只有具备了相关性和可采性的证据才能被陪审团或法官采信。因此，笔者提出的“证据能力”是当事人提交的证据材料进入诉讼程序的资格，是具备相关性和可采性双重标准的。
2、短信的证据能力
如上所述，短信要成为证据也需要具备相关性和可采性。由于证据是否具有相关性取决于具体的案件情况，不能单纯从理论上进行分析论证，只要能掌握上文提到的两个要件就可以作出判断；而对证据可采性的判断需要满足三个R的标准 ，即相关性、可靠性和正当性（relevance, reliability and rightness）。以美国为例，由于法官或陪审团在判断证据的可采性上有很大的自由裁量权，因此许多限制自由裁量权的证据规则通过判例产生了。但随着各种电子证据的出现，也对此类证据规则如传闻证据规则、最佳证据规则的适用提出了新的挑战，如在United States v. DeGeorgia 中，哈姆利法官将基于电子业务记录的证言作为传闻证据的例外而采纳。
短信操作流程决定了短信数据存储于SP的平台时存在着数据被改编的风险。这是技术上的漏洞，但技术上的漏洞往往为一些不法分子进行违法犯罪提供了土壤，因为如果数据被篡改接收人也不可能知悉。这也提醒了电子数据自身的安全问题，诸如修改权限的加密工作、电子签名的识别问题等都是值得日常的电子数据的使用所应高度重视的。 但我们不能因为电子证据存在这样的缺点而排斥它。既然手机短信存在这样的特点，那么如何确定短信的证据能力呢？
参考国际上的一些做法，往往可以为我们的研究提供现实的例子。美国1988年的判例United States v. Bonallo中法官雷恩哈特提出，储存在计算机里的数据的事实有被篡改的可能，但并不足以表明该证据是不可信的；计算机日志被篡改只是一种可能性，只会影响该证据的证明力。 2000年美国另一个著名判例United States v. Tank，主审法官有一个著名的论断：电子记录即便不完整，也只影响证明力，不妨碍可采性。 这些做法都对我国的司法实践有借鉴意义。在成文法方面，联合国贸易法委员会于1996年通过的《电子商务示范法》第9条第1款除了明确数据电文可以作为一种证据外，还规定，在任何法律诉讼中，证据规则的适用在任何方面均不得以下述任何理由否定一项数据电文作为证据的可接受性（admissibility）：（a）仅仅以它是一项数据电文为由；或（b）如果它是举证人按合理预期所得到的最佳证据，以它并非原件为由。实际上这个条款是对传闻证据规则的例外规定，它否定了用以证明的证据必须在法庭上进行交叉询问，直接被感知的原则。加拿大1999年12月制定的《统一电子证据法》第4条规定，输出数据形式的电子记录，如果已经明显地经常地发挥作用，并且被依靠或用来作为存储在输出数据中的信息的记录，那么它就是符合最佳证据规则的记录。这种以计算机系统真实性的证明取代对计算机记录的真实性的证明的做法，就其实质，是以环境证据对直接证据进行替代，是在电子证据领域给最佳证据规则创设的一个新的例外。 实际上，英美法系既注重对书证原件的运用，将其作为第一手证据材料，同时又注重书证复制件的可采性价值，并规定在一些特定情形下或具有正当理由时，书证的复制件具有与原件相同的证据力。
我国《民事诉讼法》第68条规定，书证应当提交原件，提交原件确有困难的，可以提交复制品、照片、副本、节录本。可见，我们是以采用证据原件为原则。然而为了与国际接轨，为了交易安全我国制定的《电子签名法》对数据电文的证据能力问题上有重大突破。《电子签名法》第7条规定，“数据电文不得仅因为其是以电子、光学、磁或者类似手段生成、发送、接收或者储存的而被拒绝作为证据使用”。按照这样的规定，笔者认为，短信有充分的理由可以成为案件事实认定的证据。事实上，实务中也已经这样操作了，本案便是一个例子。从本案来看，审理的焦点实际上就在于原告保留下来的短信能否成为这桩债权债务纠纷认定案件事实的证据。由于《电子签名法》尚未生效，并且现有的法律法规也未对数据电文的证据能力作出规定，那么法官完全有权根据法律的价值精神进行自由裁量。目前也已经出现了一些利用短信作为证据而胜诉的案例，如“梁灏英诉覃军勇名誉侵权纠纷案——短信息侵犯名誉权案” ，在这个案件中原告同样是利用了一条短信作为名誉侵权的证据被法院采信，从而赢得诉讼的胜利。总而言之，短信不论是现在还是在将来，都有资格进入诉讼流程。
（三）短信的证明力
1、短信证据是否可以认定为原始证据
原始证据的认定与否决定证据的证明力高低，按照传统的证据理论，原始证据的证明力高于传来证据。由于手机短信存在着不安全的天性——易删改、伪造，所以有人认为应当将手机短信认定为间接证据，并且认为“其最大的特点在于证明力的或然性，即其只能佐证与案件有关的个别情节或片段。” 笔者认为这样的观点抹煞了短信可以成为原始证据或直接证据的价值功能。
本案涉及的收发短信的法律关系中存在着三方当事人，即短信发送人、短信服务提供商（SP）和短信接收人（多为受害人）。短信发送人将编辑好的短信发送出去，通过SP的短信平台，将我们可识别的文本转化为电子数据信号传送到接收人的手机，当接收人打开短信，电子数据流又转化成可识别文字。在这个过程当中，当数据流被SP的平台接收时，平台会以电子数据的形式将其信息储存，短信发送人编写的短信内容在未转变成电子数据前的形式是最原始的形式。按照《民事诉讼法》第68条对提交证据原件的规定；以及《最高人民法院关于民事诉讼证据的若干规定》第10条“当事人向人民法院提供证据应当提供原件或原物”的司法解释，当事人很难获取原始的证据，因为按照现有的证据学理论判断，短信接收人所能看到的都是“原件”的副本，这样的规定无疑让当事人对诉讼失去信心。
如前所述，短信发送后经过SP平台储存并发送给接收人，只要相对方不能证明这个过程存在瑕疵，短信证据就可以被采信作为原始证据。上文论述了短信既不是书证也不是视听资料，那么我们就不能固守着书证和视听资料证据力的判断标准。目前，许多国家已经承认了电子证据原件与副本的这一特性，如，加拿大《统一电子证据法》第5条规定，没有相反的证据，可以认定产生或存储记录的电子记录系统的真实性。我国《电子签名法》第5条规定，“符合下列条件的数据电文，视为满足法律、法规规定的原件形式要求：（一）能够有效地表现所载内容并可供随时调取查用；（二）能够可靠地保证自最终形成时起，内容保持完整、未被更改。但是，在数据电文上增加背书以及数据交换、储存和显示过程中发生的形式变化不影响数据电文的完整性。”《电子签名法》第8条也对数据电文真实性的审查设定了标准。我认为，既然认定短信具有真实性，在关联性和合法性的前提下，就没有必要将不存在疑点的短信证据仅仅划归间接证据。只有大胆地采用短信证据才能更好地维护当事人的合法权益。
2、短信服务提供商的权利义务和责任问题
结合本案考察，法官虽然决定采信短信，但是对其证明力也提出了要求，即举证人如何证明这条短信就是被告所发。同样在“梁灏英诉覃军勇名誉侵权纠纷案——短信息侵犯名誉权案”中，法官也提出了同样的要求，但被告辩称短信不是自己所发，法庭要求被告承担短信不是其发送的证明责任。不同于“梁灏英诉覃军勇名誉侵权纠纷案——短信息侵犯名誉权案”，本案中法官要求原告承担同样的证明责任。那么，移动通信公司是否有义务为原告提供相关的信息？从本案的情况来看，移动通信公司所掌握的信息对原告胜诉有着决定性的作用，但是当法院依原告申请到移动通信公司取证时，移动公司却拒绝提供证据，因为包括《中华人民共和国电信条例》在内的法律法规并没有规定电信服务提供商有向电信服务合同之外的第三人提供资料的义务。其实在涉及短信证据的案件中，要确定短信的证明力，或多或少都要和电信服务提供商接触，因此，如何规制电信服务提供商的权利义务和责任是短信证据能否得到发展的重要环节。2004年4月15日信息产业部颁布的《关于规范短信息服务有关问题的通知》第6条和第7条明确规定了信息服务业务经营者应当对短信内容进行审查；应自动记录短信息发收时间、号码等相关资料。但是仍然缺少明确的配合义务的规定。面对当前短信证据“异军突起”之势，对SP在短信证据认定过程中的法律定位亟待解决。
①“SP是短信服务的提供者，也从中获利，按照古老的法理，它负有善意监管的责任” 因此，在特定（法定）情况下，SP应该负担相应的诉讼义务，这也是一种社会义务。同时，对SP履行义务的范围应当做严格的界定，SP有权利拒绝不合法不合理的要求。因为在短信内容和其他相关信息的采集上，例如，手机号码，若实行的是实名制可能还要包括发送人的姓名，身份证号码等其他身份信息——不可避免，要涉及到隐私权保护的问题：是否应当受到保护，是绝对保护还是相对保护？这无疑是一个价值判断问题。面对两种利益的冲突，笔者认为，应当对隐私权作限制性保护。现代法哲学理论认为正义只有相对正义没有绝对正义，只有相对正义才能保证社会的和谐发展。所以当发生利益冲突时，不妨试试限制性保护，这也是平衡利益关系的有效方法。
②短信鉴定要求SP的配合，因为根据《中华人民共和国电信条例》第七条的规定，电信市场采用准入许可制，只有SP依法掌握着必需的技术手段，所以只有SP才能有条件地合法地获取并保留客户的有关资料；同时，SP在非法定情形下有权拒绝任何提供客户信息的要求。因此目前可以尽快实现的就是以司法解释、行政法规或部门规章的方式确立短信服务提供商的权利义务，以规范SP和有关机关、人员的行为。
③确立SP的责任范围。一旦明确了SP的权利和义务，其相应的责任负担也必须保障。笔者认为，作为短信媒介的SP应当采用严格责任的责任形式，即SP应当对拒绝提供或提供错误的证据材料承担法律责任，除非SP能证明自己有免责情形或已经尽了专业技术者应尽的注意义务就可以免除法律责任。另外，SP如果因为不符合法律和道德的原因提供了虚假信息，那么SP就应当承担相应的民事赔偿责任，情节严重的承担刑事责任。
3、短信证据的开示
对短信证据证明力的审查还要通过当庭开示，从而才能让双方当事人各自表明主张，同时法官也才能形成内心确信。由于短信的载体和内容可分离——这也是将短信认定为原始证据的主要障碍；并且人们无法用视觉感知短信数据的迁移过程，因此按照传统的民事诉讼程序规则，短信证据的开示存在一定的困难。《电子签名法》第6条规定了数据电文文件的保存要求：（1）能够有效地表现所载内容并可供随时调取查用；（2）数据电文的格式与其生成、发送或者接收时的格式相同，或者格式不相同但是能够准确表现原来生成、发送或者接收的内容；（3）能够识别数据电文的发件人、收件人以及发送、接收的时间。因此，对短信证据的开示并不必然要求以短信生成过程展示出来，笔者以为，短信证据的开示只需要将保留下来的短信在法庭上展示即可，只要对方无法证明短信发送过程中出现错误就可以采信。
4、短信证据的保全
目前，由于没有相关的法律规定，人们对短信内容真实性的固定没有法定手段。《厦门日报》2004年6月报道了有关短信公证的新闻 ：今年以来厦门市公证机关共办理了十余起短信公证。然而由于短信不安全的特性，有关专家指出，公证机构只对短信证据的存在情况进行公证，对证据所涉及的实体权利义务关系的真实性、合法性不予审查，对有关证据的定性也不予审查。短信公证起到的是保全短信内容的作用。短信公证确实为短信证据的保存提供了一种有效可行的手段，但这种短信公证并没有突破传统公证的形式。现有学者提出“网络公证（Cyber Notary Authority, CNA）” 的概念，这种公证形式必须借助先进的网络计算机技术，公证机关可以直接将短信数据内容直接从SP的服务平台传送到公证机关，以这样的方式直接获取的短信增加了短信真实性的可信度。笔者认为，如果这种技术具有乐观的前景，那么它也不失是一种保全短信证据的好方法，同时还能提高短信证据的证明力。
