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Canada's role as world power and its sense of itself in the global landscape has been largely shaped and defined over the past 100 years by the changing policies and personalities in the Department of Foreign Affairs and International Trade (DFAIT). This engaging and provocative book brings together fifteen of the country's leading historians and political scientists to discuss a century of Canada's national interests and DFAIT's role in defining and pursuing them. Accomplished and influential analysts such as Jack Granatstein, Norman Hillmer, and Nelson Michaud, are joined by rising stars like Whitney Lackenbauer, Adam Chapnick, and Tammy Nemeth in commenting on the history and future implications of Canada's foreign policy. In the National Interest gives fresh insight into the Canada First concept in the 1920s, the North American security issues in the 1930s, Canada's vision for the United Nations, early security warnings in the Arctic, the rise of the international francophone community, conflicting continental visions over energy, and Canada/U.S. policy discussions. The impact of politicians and senior bureaucrats such as O.D. Skelton, Lester B. Pearson, Marcel Cadieux, Jules Leger, Pierre Trudeau and Brian Mulroney are set against issues such as national defence, popular opinion, human rights, and energy production. In the National Interest also provides a platform for discussion about Canada's future role on the international stage. With its unique combination of administrative and policy history, In the National Interest is in a field of its own.

Intro -- Title Page -- Contents -- Acknowledgements -- Contributors -- Part One: Social Policy in Aotearoa New Zealand -- Chapter 1: Social Policy, Social Work and Social Change -- Chapter 2: Law and Policy -- Chapter 3: Key Ideologies: The Theories of Social Policy -- Chapter 4: Social Policy, Moral Panics and the Media -- Chapter 5: Borderland Engagements in Aotearoa New Zealand: Te Tiriti and Social Policy -- Chapter 6: The Role of Social Policy in Promoting Pasifika Wellbeing -- Part Two: Policy Perspectives -- Chapter 7: Criminal Justice -- Chapter 8: A Contested Space: Aged Care Policy in the 21st Century -- Chapter 9: Health Policy, Health Inequalities and Māori -- Chapter 10: Policy Responses to Refugees in Aotearoa New Zealand: A Rights-based Analysis -- Chapter 11: Towards Emancipation: Disability Policy in Aotearoa New Zealand -- Chapter 12: Informal Caregivers: An Invisible Unpaid Workforce -- Chapter 13: Steps in the Right Direction: Policy and Practice Responses to Family Violence -- Chapter 14: Social Policy and Young People in Aotearoa New Zealand: Statistics, Strategies and Services -- Chapter 15: Why Marriage Equality is Not Enough: Enduring Social Policy Concerns for Gender- and Sexually Diverse New Zealanders -- Chapter 16: Child Protection Reform and Welfare Reform in Aotearoa New Zealand: Two Sides of the Same Coin? -- Part Three: Social Action and Social Change: Critical Perspectives -- Chapter 17: Windows, Wheels and Wai: Public Policy, Environmental Health Action and Māori Community Development - Implications for (Eco) Social Work -- Chapter 18: Food Security: Ethnographic Perspectives on Food Environments, Urban Food Systems and Principles for Action in Post-quake Christchurch -- Chapter 19: Child Poverty: The Politics, the Problem, the Advocacy -- Chapter 20: Social Housing and the Needs of Released Women Prisoners.

The object of research is the processes of shaping the anti-crisis policy of the developed countries of the world and Ukraine in the context of implementing measures to improve the level of financial security of the banking system. One of the most problematic places in this research is that the experience of foreign countries when implementing it will not always be effective for Ukraine. It depends on the specifics of the economy, politics, mentality of each nation and the like. Therefore, in the study of this object, and especially in the implementation and development of vectors of Ukraine's anti-crisis policy, methods of general scientific cognition, of empirical and comparative analysis, of synthesis and generalization, of the conceptual foundations of support were used. To solve the problematic places, the specifics of the states to ensure the high level of financial security of the domestic banking system were taken into account. The study also took into account complex military-political and economic realities, as well as the need to review the basic approaches to the management of the financial security of the banking system. One of the main guidelines for building an anti-crisis policy and the concept of managing the financial security of the banking system was the experience of the anti-crisis policies of the developed countries of the world during the Great Depression and the global financial and economic crisis of 2008–2009.The main vectors of the anti-crisis policy are formulated on the basis of research, namely:legislative (aimed at reducing the threats to the functioning of foreign state banks for the financial security of the banking system of Ukraine);infrastructural (aimed at creating new elements of the banking infrastructure, such as a bank of «toxic» assets, development banks, which will increase the financial stability of all banks in the country);monetary (aimed at optimizing monetary policy in terms of ensuring financial, price and currency stability);fiscal (focuses on creating a positive business environment and minimizing macroeconomic threats to the financial security of the banking system). This is due to the fact that the proposed vectors constitute a harmonious and effective combination of the solution of the issue of overcoming the crisis and ensuring the financial security of the banking system in Ukraine. ; Об'єктом дослідження є процеси формування антикризової політики розвинутих країн світу та України в контексті реалізації заходів щодо підвищення рівня фінансової безпеки банківської системи. Одним з найбільш проблемних місць в даному дослідженні є те, що досвід зарубіжних країн при імплементуванні його не завжди буде дієвий для України. Це залежить від специфіки економіки, політики, ментальності кожної нації тощо. Тому, при дослідженні даного об'єкту, а особливу в частині імплементації та розробки векторів антикризової політики України використовувались методи загальнонаукового пізнання, емпіричного і порівняльного аналізу, синтезу та узагальнення, концептуальних основ забезпечення. Для вирішення проблемних місць враховувалась специфіка держав щодо забезпечення високого рівня фінансової безпеки вітчизняної банківської системи. Також у дослідженні враховувались складні військово-політичні та економічні реалії, а також необхідність перегляду основних підходів до управління фінансовою безпекою банківської системи. Одними із головних орієнтирів побудови антикризової політики і концепції управління фінансовою безпекою банківської системи служив досвід антикризової політики розвинутих країн світу часів Великої Депресії та світової фінансово-економічної кризи 2008–2009 років.На основі проведеного дослідження сформульовано основні вектори антикризової політики, а саме:законодавчий (спрямований на зниження загроз функціонування іноземних державних банків для фінансової безпеки банківської системи України);інфраструктурний (спрямований на створення нових елементів банківської інфраструктури, таких як банк «токсичних» активів, банки розвитку, які дозволять підвищити фінансову стійкість всіх банків країни);монетарний (направлений на оптимізацію монетарної політики з точки зору забезпечення фінансової, цінової та валютної стабільності);фіскальний (зорієнтований на створення позитивного бізнес-середовища і мінімізації макроекономічних загроз для фінансової безпеки банківської системи). Це пов'язано з тим, що запропоновані вектори становлять гармонійне та дієве поєднання вирішення питання виходу з кризи та забезпечення фінансової безпеки банківської системи в Україні. ; Объектом исследования являются процессы формирования антикризисной политики развитых стран мира и Украины в контексте реализации мероприятий по повышению уровня финансовой безопасности банковской системы. Одним из самых проблемных мест в данном исследовании является то, что опыт зарубежных стран при имплементировании его не всегда будет действенный для Украины. Это зависит от специфики экономики, политики, ментальности каждой нации и тому подобное. Поэтому, при исследовании данного объекта, а особенно в части имплементации и разработки векторов антикризисной политики Украины использовались методы общенаучного познания, эмпирического и сравнительного анализа, синтеза и обобщения, концептуальных основ обеспечения. Для решения проблемных мест учитывалась специфика государств по обеспечению высокого уровня финансовой безопасности отечественной банковской системы. Также в исследовании учитывались сложные военно-политические и экономические реалии, а также необходимость пересмотра основных подходов к управлению финансовой безопасностью банковской системы. Одними из главных ориентиров построения антикризисной политики и концепции управления финансовой безопасностью банковской системы служил опыт антикризисной политики развитых стран мира времен Великой Депрессии и мирового финансово-экономического кризиса 2008–2009 годов.На основе проведенного исследования сформулированы основные векторы антикризисной политики, а именно:законодательный (направленный на снижение угроз функционирования иностранных государственных банков для финансовой безопасности банковской системы Украины);инфраструктурный (направлен на создание новых элементов банковской инфраструктуры, таких как банк «токсичных» активов, банки развития, которые позволят повысить финансовую устойчивость всех банков страны);монетарный (направлен на оптимизацию монетарной политики с точки зрения обеспечения финансовой, ценовой и валютной стабильности);фискальный (ориентирован на создание положительной бизнес-среды и минимизации макроэкономических угроз для финансовой безопасности банковской системы). Это связано с тем, что предложенные векторы составляют гармоничное и эффективное сочетание решения вопроса выхода из кризиса и обеспечения финансовой безопасности банковской системы в Украине.

The object of research is the processes of shaping the anti-crisis policy of the developed countries of the world and Ukraine in the context of implementing measures to improve the level of financial security of the banking system. One of the most problematic places in this research is that the experience of foreign countries when implementing it will not always be effective for Ukraine. It depends on the specifics of the economy, politics, mentality of each nation and the like. Therefore, in the study of this object, and especially in the implementation and development of vectors of Ukraine's anti-crisis policy, methods of general scientific cognition, of empirical and comparative analysis, of synthesis and generalization, of the conceptual foundations of support were used. To solve the problematic places, the specifics of the states to ensure the high level of financial security of the domestic banking system were taken into account. The study also took into account complex military-political and economic realities, as well as the need to review the basic approaches to the management of the financial security of the banking system. One of the main guidelines for building an anti-crisis policy and the concept of managing the financial security of the banking system was the experience of the anti-crisis policies of the developed countries of the world during the Great Depression and the global financial and economic crisis of 2008–2009.The main vectors of the anti-crisis policy are formulated on the basis of research, namely:legislative (aimed at reducing the threats to the functioning of foreign state banks for the financial security of the banking system of Ukraine);infrastructural (aimed at creating new elements of the banking infrastructure, such as a bank of «toxic» assets, development banks, which will increase the financial stability of all banks in the country);monetary (aimed at optimizing monetary policy in terms of ensuring financial, price and currency stability);fiscal (focuses on creating a positive business environment and minimizing macroeconomic threats to the financial security of the banking system). This is due to the fact that the proposed vectors constitute a harmonious and effective combination of the solution of the issue of overcoming the crisis and ensuring the financial security of the banking system in Ukraine. ; Об'єктом дослідження є процеси формування антикризової політики розвинутих країн світу та України в контексті реалізації заходів щодо підвищення рівня фінансової безпеки банківської системи. Одним з найбільш проблемних місць в даному дослідженні є те, що досвід зарубіжних країн при імплементуванні його не завжди буде дієвий для України. Це залежить від специфіки економіки, політики, ментальності кожної нації тощо. Тому, при дослідженні даного об'єкту, а особливу в частині імплементації та розробки векторів антикризової політики України використовувались методи загальнонаукового пізнання, емпіричного і порівняльного аналізу, синтезу та узагальнення, концептуальних основ забезпечення. Для вирішення проблемних місць враховувалась специфіка держав щодо забезпечення високого рівня фінансової безпеки вітчизняної банківської системи. Також у дослідженні враховувались складні військово-політичні та економічні реалії, а також необхідність перегляду основних підходів до управління фінансовою безпекою банківської системи. Одними із головних орієнтирів побудови антикризової політики і концепції управління фінансовою безпекою банківської системи служив досвід антикризової політики розвинутих країн світу часів Великої Депресії та світової фінансово-економічної кризи 2008–2009 років.На основі проведеного дослідження сформульовано основні вектори антикризової політики, а саме:законодавчий (спрямований на зниження загроз функціонування іноземних державних банків для фінансової безпеки банківської системи України);інфраструктурний (спрямований на створення нових елементів банківської інфраструктури, таких як банк «токсичних» активів, банки розвитку, які дозволять підвищити фінансову стійкість всіх банків країни);монетарний (направлений на оптимізацію монетарної політики з точки зору забезпечення фінансової, цінової та валютної стабільності);фіскальний (зорієнтований на створення позитивного бізнес-середовища і мінімізації макроекономічних загроз для фінансової безпеки банківської системи). Це пов'язано з тим, що запропоновані вектори становлять гармонійне та дієве поєднання вирішення питання виходу з кризи та забезпечення фінансової безпеки банківської системи в Україні. ; Объектом исследования являются процессы формирования антикризисной политики развитых стран мира и Украины в контексте реализации мероприятий по повышению уровня финансовой безопасности банковской системы. Одним из самых проблемных мест в данном исследовании является то, что опыт зарубежных стран при имплементировании его не всегда будет действенный для Украины. Это зависит от специфики экономики, политики, ментальности каждой нации и тому подобное. Поэтому, при исследовании данного объекта, а особенно в части имплементации и разработки векторов антикризисной политики Украины использовались методы общенаучного познания, эмпирического и сравнительного анализа, синтеза и обобщения, концептуальных основ обеспечения. Для решения проблемных мест учитывалась специфика государств по обеспечению высокого уровня финансовой безопасности отечественной банковской системы. Также в исследовании учитывались сложные военно-политические и экономические реалии, а также необходимость пересмотра основных подходов к управлению финансовой безопасностью банковской системы. Одними из главных ориентиров построения антикризисной политики и концепции управления финансовой безопасностью банковской системы служил опыт антикризисной политики развитых стран мира времен Великой Депрессии и мирового финансово-экономического кризиса 2008–2009 годов.На основе проведенного исследования сформулированы основные векторы антикризисной политики, а именно:законодательный (направленный на снижение угроз функционирования иностранных государственных банков для финансовой безопасности банковской системы Украины);инфраструктурный (направлен на создание новых элементов банковской инфраструктуры, таких как банк «токсичных» активов, банки развития, которые позволят повысить финансовую устойчивость всех банков страны);монетарный (направлен на оптимизацию монетарной политики с точки зрения обеспечения финансовой, ценовой и валютной стабильности);фискальный (ориентирован на создание положительной бизнес-среды и минимизации макроэкономических угроз для финансовой безопасности банковской системы). Это связано с тем, что предложенные векторы составляют гармоничное и эффективное сочетание решения вопроса выхода из кризиса и обеспечения финансовой безопасности банковской системы в Украине.

Friedensprozesse vollziehen sich in einem komplexen sozioökonomischen und politischen Umfeld. Aktuelle Ansätze in der Konfliktforschung analysieren dieses Umfeld mit dem Konzept des "Political Settlement", verstanden als einem informellen Pakt aller relevanten Elite-Akteure, gefasst. Friedensprozesse und "Political Settlements" stehen in notwendiger Wechselwirkung zueinander, wobei die genauen Wirkungen noch unzureichend erforscht sind. Das vorliegende Papier diskutiert die sich auftuende Problematik zwischen Inklusivität und Legitimität von "Political Settlements" im Kontext von Friedensprozessen und argumentiert im Gegensatz zu normativen Zugängen, die für eine möglichst breite Beteiligung werben, für einen Ansatz, der sich an einem "Threshold" - also dem richtigen Maß - an Inklusivität orientiert.

Based on the findings of a large-scale, comparative research project, this book systematically assesses the institutional design and national influence of the Open Method of Coordination (OMC) on Social Inclusion and Social Protection, at the European Union (EU) level and in ten EU Member States. Besides offering novel empirical and theoretical insights into the operation and impact of the OMC, the book presents an up-to-date perspective on the future of social policy coordination within the Europe 2020 Strategy. The book is required reading for anyone concerned with understanding the contribution of new forms of governance to the past and future development of Social Europe.

In his memoirs, No Lost Causes (2012), Alvaro Uribe Velez provides an accountof his eight years in office while also revealing certain aspects of his private life. Oneof the main events depicted in the book is the attempted kidnapping and murder of hisfather, Alberto Uribe Sierra, in 1983. Along with the kidnapping and murder of otherimportant personalities, this event is used by the narrator to create an atmosphere ofanxiety and stress in order to justify his military approach to national security duringhis presidency. Since these memoirs are narrated following a Manichean style andusing the format of a suspense thriller, this article uses narratology tools to unravelthe patriarchal content of the memoirs, finding that the narrator skillfully connectspersonal events with public ones in order to justify what he interprets as his fight tosave the country. The narrator presents himself as a hero who is constantly called torestore a conservative order and a past of bucolic bliss. ; Álvaro Uribe Vélez (2012) en sus memorias No hay causa perdida da cuenta de sus ocho años de presidencia pero también de ciertos elementos de su vida privada. Uno de los eventos que realza es el intento de secuestro y asesinato de su padre Alberto Uribe Sierra en 1983. Este evento, junto con el secuestro y muerte de otras reconocidas personalidades le sirven al narrador para recrear una atmósfera de zozobra y tensión para justificar toda su política de seguridad militar. Dado que las memorias están narradas de una manera maniquea y en la forma del thriller de suspenso, se utilizaron las herramientas de la narratología para desentrañar su alto contenido patriarcal. Básicamente, se encontró que el narrador entronca hábilmente eventos personales y de conocimiento público para justificar su lucha y la salvación de la patria. La presentación que hace el narrador de sí mismo es la de un héroe que está constantemente abocado a restituir un orden conservador y un pasado de felicidad bucólica.

AbstractStrategic narratives are increasingly considered important for domestic and international support for foreign policy. However, debate continues about why some strategic narratives successfully shape policy outcomes, while others are rejected. How states construct strategic narratives is well established. We know less about how states appropriate the strategic narratives of others, and the role this plays in policy adoption. Addressing this, we introduce a theoretical framework to trace the relationship between strategic narratives and policy adoption. Its central premise is that a state is more likely to adopt a new policy if it can strategically narrate about it in a way that promises material gain but without undermining its ontological security. We test our framework using states' responses to China's Belt and Road Initiative (BRI). Examining the Second Belt and Road Forum in 2019, we trace how far China's strategic narratives are appropriated by multiple states – Kazakhstan, Italy, United Kingdom, Netherlands, United States, India, and Mexico. Countries appropriate China's narrative emphasis on connectivity, trade, and prosperity. However, they contest that China's intentions are benign, based on its human rights record, assertive foreign policy, and fears of indebtedness. Finally, we discuss our framework's utility in explaining what makes strategic narratives persuasive in International Relations.

AbstractThis work links the western Allies' policy of denazification in occupied Germany to efforts to repatriate German intelligence agents and Nazi Party officials – so-called 'obnoxious' Germans – from the neutral states of Europe after the Second World War. Once on German soil, these individuals would be subject to internment and investigation as outlined in occupation policy. Using the situation in Franco's Spain as a case study, the article argues that new ideas of neutrality following the war and a strong commitment to the concept of denazification led to the creation of the repatriation policy, especially within the United States. Repatriation was also a way to measure the extent to which Franco's Spain accepted the Allied victory and the defeat of Nazism and fascism. The US perception was that the continued presence of individual Nazis meant the continued influence of Nazism itself. Spain responded half-heartedly, at best. Despite the fact that in terms of numbers repatriated the policy was a failure, the Spanish example demonstrates that the attempted repatriation of 'obnoxious' Germans from neutral Europe, although overlooked, was significant not only as part of the immediate post-war settlement but also in its bearing on US ideas about Nazism, security and perceived collaboration of neutral states like Spain.

This paper critically examines the relevance of the Look East Policy for the industrialisation of the northeastern region of India. While recognising the strategic and political importance of the northeast in formulating India's neo-economic diplomacy and foreign policy is a positive step, it remains a mystery as to when the Look East Policy became the new paradigm of development for the region. A myth has been created, possibly to woo voters of the region, that the Look East Policy can be an effective instrument with unlimited scope for the region to engage in international trade with the booming east and the south-east Asian markets, which in turn would provide opportunities for industrialisation and growth. We argue in this paper that this is a far-fetched belief, as opportunities for trade have never been a constraint in the region. In fact, the region had been exposed to international trade on a massive scale during the late-nineteenth century, which continued until India's independence, but this has hardly had any impact on the region's economy. So, the real problem of development even today is not really the lack of trading opportunities. The crucial constraints to development faced by the region are the lack of intra-regional and intra-state connectivity and trade, infrastructure, security and governance. The new paradigm of development seems to ignore these constraints by diverting attention to an issue (i.e., connectivity with the outside world) which may have only a marginal impact upon the economy.

"Von Syrien droht ein Flächenbrand auszugehen, der die gesamte Region destabilisiert. Auch die Türkei ist den Dynamiken, die von Syrien ausgehen, vermehrt ausgesetzt. Das Engagement der türkischen Regierung auf Seiten der Aufständischen führt zu Verschiebungen in der türkischen Außen‐ und Innenpolitik. Der Demokratisierungsprozess wird angesichts des Rückfalls in bekannte Muster und Reflexe sowie zunehmend militaristischer, nationalistischer und konservativer Tendenzen auf die Probe gestellt." [Autorenreferat]

Both theorists and practitioners continue to show interest in transatlantic burden-sharing. Resource allocation choices – both to and within defense budgets – are grand strategic choices, and membership in alliances and security communities affects how states make those choices. International security and political economy scholarship offers plausible explanations for transatlantic imbalances in military expenditures. However, NATO allies and EU member-states have pledged to one another not just to spend more on defense, but to allocate more defense resources to equipment modernization. Current scholarship does not fully explain the sources of such within-budget choices, which would help anticipate the likelihood of such pledges succeeding. Building on work by security scholars, defense and political economists, and scholars of interorganizational relations, I argue that stringent fiscal rules dampen the kind of defense spending NATO and EU strategists seek. Governments respond to increasingly stringent fiscal rules by reducing overall defense expenditures, while at the same time shifting existing defense resources to personnel, and away from equipment and operational expenditures. I find evidence in support of this argument by using education levels in the states in question as instruments for fiscal rules. This phenomenon represents a significant risk for important transatlantic strategic initiatives, namely NATO's Wales pledge on defense investment.

The European Union (EU) has gone through a number of treaty reforms since the establishment of the European Communities in the 1950s and the creation of the European Union by the Maastricht Treaty in 1992. The latest such reform is the Lisbon Treaty, which entered into force in 2009. In this book, a number of scholars explore the process of producing the Lisbon Treaty. The focus is on the role of member states, arguably the 'masters of the treaty.' Intergovernmental conferences have become the main setting for treaty reforms since the Single European Act (SEA) in the mid-1980s. This makes national preferences and inter-state bargaining important when new treaties are negotiated. The Lisbon Treaty delineates a number of institutional changes. In the end the product has to be evaluated against the standards established at the outset. Will the treaty improve the efficiency, democratic legitimacy as well as the coherence of the Union's external action, as the member states claimed it would? While the final text of the treaty leaves the EU with some new institutional possibilities, it also has its limitations, especially in the area of foreign and security policy.

Problem setting. Despite the enormous number of human casualties in transport accidents, as well as the enormous human toll, it is important to recognize the importance of transport safety. Unfortunately, for the time being, neither the authorities nor the public have this understanding. In particular, this is evidenced by the fact that there are practically no regulatory acts that are directly aimed at solving the problem of transport safety. There is no transport safety law, no proper concept and strategy for transport safety. Regulations governing specific transport safety issues are flawed and often contain conflicting provisions. System work in this direction, too, is practically not conducted. Therefore, the creation of a single set of regulatory acts in the field of transport safety in Ukraine is one of the priority tasks today. The aforementioned regulations should be clear, internally consistent and in line with European transport safety standards. To achieve this goal, it is necessary to first develop basic, conceptual provisions, on the basis of which to form the entire subsequent system. The urgency of this problem is caused by the huge losses suffered daily by Ukraine due to the low level of transport safety.In addition to the general legal documents in the form of law, concept, strategy and program, it is necessary to develop sectoral safety programs for individual modes of transport. A public transport development program and an aviation security program are urgently needed. The necessity of bringing national legislation in line with international standards is in particular due to the importance of active development of international transit in Ukraine. Imperfect regulation and a generally low level of transport security in Ukraine can be a major obstacle to making significant profits from international transit, as the security factor for European partners is crucial.Revision, development and approval of a package of regulatory documents on transport safety should be carried out taking into account the current national and international standards, their certification, issuing licenses for the carriage of passengers and goods. Foreign experience in the development of national legislation governing relations in the field of transport safety should be used to create a mechanism for legal regulation of this problem in Ukraine.Recent research and publications analysis. Issues of national security, political, legal, social and psychological aspects of terrorism in the works of V. Antipenko, V. Bogdanovich, V. Yemelyanov, V. Krutov, V. Lipkan, N. Nizhnik, D. Olshansky, M. Sahakyan are sufficiently thoroughly considered. G. Sytnik, Y. Kondratyev, V. Malison and S. Malison, B. Romanyuk, M. Sahakyan, S. Teleshun. Traffic safety, state regulation of transportation were considered by D. Zerkalov, O. Krupina, Y. Nekrasov, A. Tkachenko, O. Sokolov.Highlighting previously unsettled parts of the general problem. Although some of the issues addressed in this work have been addressed in the works of the aforementioned and other authors, the definition of the main areas of application of the regulatory and legal principles of transport safety has not been sufficiently considered. Today a whole set of problems (financial, logistical, social, informational, scientific and technical) of regulatory nature have accumulated, which has not been solved in time.The situation is exacerbated by the lack of a well-established system of ensuring transport safety, insufficient performance of the tasks and functions assigned to it, reducing the level of scientific and technical support of the said activity. This is facilitated by the complexity and lack of study of the nature and peculiarities of the social interconnections that arise between different categories of participants in public relations in the process of functioning of different modes of transport, and especially their legal and regulatory background in ensuring transport safety.Paper main body. The organization of transport security is entrusted to the heads of transport security entities. The subject of transport safety is the main authority in the field of transport safety, the authorities which are competent for transport safety issues, the owners of transport safety objects and persons who use them under other conditions in accordance with the legislation.Structural units are created within the central bodies of executive power, which are responsible for transport safety issues.For the purpose of accomplishing the tasks of ensuring transport safety, the formation of the provision of transport safety is created or contracts are concluded for services with other entities, which are legally entitled to provide transport safety services at other sites.There are transport security actors in each mode of transport. Let's briefly consider the role of the above entities in each mode of transport of Ukraine.The central executive body, whose activities are directed and coordinated by the Cabinet of Ministers of Ukraine through the Minister of Infrastructure, and which implements the state policy on safety on land transport is the State Transport Security Service of Ukraine (Ukrtransbezopa).State Service for Maritime and River Transport of Ukraine (Maritime Administration), which is the central executive body, whose activities are directed and coordinated by the Cabinet of Ministers of Ukraine through the Minister of Infrastructure and which implements state policy in the fields of maritime and inland waterway transport, merchant shipping, inland navigation, navigation and hydrographic support for maritime affairs, as well as in the field of maritime and inland waterway transport (except in the field of maritime safety of ships fleet fishing industry).The State Aviation Service of Ukraine as the authorized body for civil aviation issues implements the state aviation policy and strategy of Ukraine, carries out state regulation of activities in the field of civil aviation.The Cabinet of Ministers of Ukraine directs and coordinates the activity of this service through the Minister of Infrastructure of Ukraine, but not through regulations, but through regulations.In November 2005, the "Regulation on aviation safety management system" was approved, which defines the order of organization of works on prevention of aviation events, tasks and functions of management, bodies, objects and subjects of management, establishes forms of control over the performance of works and applies to all civil aviation entities of Ukraine irrespective of vi safety in order to harmonize the rules governing transport safety issues for different modes of transport, as well as to bring Ukrainian transport safety legislation into line with Ukraine's international obligations. Ultimately, it is necessary to create a new, unified legal framework for the effective provision of transport security, taking into account changes in ownership, as well as management approaches.In addition to improving the regulatory aspect of transport safety, it also requires improving the interaction of all executive authorities responsible for transport safety.Conclusions of the research and prospects for further studies. 1. UkrTransport is responsible for safety only on land transport (road transport, urban electric transport and rail transport) therefore, water and air transport safety issues are not within its competence.2. The State Maritime and River Transport Service of Ukraine (Maritime Administration) performs separate functions for the implementation of the state policy in the field of maritime and inland waterway transport (except for the maritime safety of vessels of the fishing industry vessels).3. The State Aviation Service of Ukraine shall manage civil aviation safety and oversight of aviation security.4. The protection of the pipeline transport facilities shall be carried out by special departmental units of protection of the pipeline transport enterprises, as well as by the internal affairs bodies on a contractual basis.5. There are practically no legal acts that are directly aimed at solving the problem of transport safety of Ukraine and the interaction of the subjects of ensuring transport safety in different modes of transport among themselves.6. There is no single body for managing the transport safety of the state, and therefore there is no single overall coordination of the subjects of ensuring the transport safety of Ukraine.We consider the prospects of further exploration to be a study of transport safety issues both in transport in general and in its main types in particular. ; Розглянуто організацію забезпечення транспортної безпеки як на транспорті взагалі, так і на його основних видах зокрема. Доведено відсутність нормативно-правових актів, які безпосередньо спрямовані на вирішення проблеми взаємодії суб'єктів забезпечення транспортної безпеки на різних видах транспорту між собою. Визначено основні керівні нормативно-правові документи, які регламентують роботу суб'єктів забезпечення транспортної безпеки та їх недосконалість у питаннях взаємодії.

Problem setting. Despite the enormous number of human casualties in transport accidents, as well as the enormous human toll, it is important to recognize the importance of transport safety. Unfortunately, for the time being, neither the authorities nor the public have this understanding. In particular, this is evidenced by the fact that there are practically no regulatory acts that are directly aimed at solving the problem of transport safety. There is no transport safety law, no proper concept and strategy for transport safety. Regulations governing specific transport safety issues are flawed and often contain conflicting provisions. System work in this direction, too, is practically not conducted. Therefore, the creation of a single set of regulatory acts in the field of transport safety in Ukraine is one of the priority tasks today. The aforementioned regulations should be clear, internally consistent and in line with European transport safety standards. To achieve this goal, it is necessary to first develop basic, conceptual provisions, on the basis of which to form the entire subsequent system. The urgency of this problem is caused by the huge losses suffered daily by Ukraine due to the low level of transport safety.In addition to the general legal documents in the form of law, concept, strategy and program, it is necessary to develop sectoral safety programs for individual modes of transport. A public transport development program and an aviation security program are urgently needed. The necessity of bringing national legislation in line with international standards is in particular due to the importance of active development of international transit in Ukraine. Imperfect regulation and a generally low level of transport security in Ukraine can be a major obstacle to making significant profits from international transit, as the security factor for European partners is crucial.Revision, development and approval of a package of regulatory documents on transport safety should be carried out taking into account the current national and international standards, their certification, issuing licenses for the carriage of passengers and goods. Foreign experience in the development of national legislation governing relations in the field of transport safety should be used to create a mechanism for legal regulation of this problem in Ukraine.Recent research and publications analysis. Issues of national security, political, legal, social and psychological aspects of terrorism in the works of V. Antipenko, V. Bogdanovich, V. Yemelyanov, V. Krutov, V. Lipkan, N. Nizhnik, D. Olshansky, M. Sahakyan are sufficiently thoroughly considered. G. Sytnik, Y. Kondratyev, V. Malison and S. Malison, B. Romanyuk, M. Sahakyan, S. Teleshun. Traffic safety, state regulation of transportation were considered by D. Zerkalov, O. Krupina, Y. Nekrasov, A. Tkachenko, O. Sokolov.Highlighting previously unsettled parts of the general problem. Although some of the issues addressed in this work have been addressed in the works of the aforementioned and other authors, the definition of the main areas of application of the regulatory and legal principles of transport safety has not been sufficiently considered. Today a whole set of problems (financial, logistical, social, informational, scientific and technical) of regulatory nature have accumulated, which has not been solved in time.The situation is exacerbated by the lack of a well-established system of ensuring transport safety, insufficient performance of the tasks and functions assigned to it, reducing the level of scientific and technical support of the said activity. This is facilitated by the complexity and lack of study of the nature and peculiarities of the social interconnections that arise between different categories of participants in public relations in the process of functioning of different modes of transport, and especially their legal and regulatory background in ensuring transport safety.Paper main body. The organization of transport security is entrusted to the heads of transport security entities. The subject of transport safety is the main authority in the field of transport safety, the authorities which are competent for transport safety issues, the owners of transport safety objects and persons who use them under other conditions in accordance with the legislation.Structural units are created within the central bodies of executive power, which are responsible for transport safety issues.For the purpose of accomplishing the tasks of ensuring transport safety, the formation of the provision of transport safety is created or contracts are concluded for services with other entities, which are legally entitled to provide transport safety services at other sites.There are transport security actors in each mode of transport. Let's briefly consider the role of the above entities in each mode of transport of Ukraine.The central executive body, whose activities are directed and coordinated by the Cabinet of Ministers of Ukraine through the Minister of Infrastructure, and which implements the state policy on safety on land transport is the State Transport Security Service of Ukraine (Ukrtransbezopa).State Service for Maritime and River Transport of Ukraine (Maritime Administration), which is the central executive body, whose activities are directed and coordinated by the Cabinet of Ministers of Ukraine through the Minister of Infrastructure and which implements state policy in the fields of maritime and inland waterway transport, merchant shipping, inland navigation, navigation and hydrographic support for maritime affairs, as well as in the field of maritime and inland waterway transport (except in the field of maritime safety of ships fleet fishing industry).The State Aviation Service of Ukraine as the authorized body for civil aviation issues implements the state aviation policy and strategy of Ukraine, carries out state regulation of activities in the field of civil aviation.The Cabinet of Ministers of Ukraine directs and coordinates the activity of this service through the Minister of Infrastructure of Ukraine, but not through regulations, but through regulations.In November 2005, the "Regulation on aviation safety management system" was approved, which defines the order of organization of works on prevention of aviation events, tasks and functions of management, bodies, objects and subjects of management, establishes forms of control over the performance of works and applies to all civil aviation entities of Ukraine irrespective of vi safety in order to harmonize the rules governing transport safety issues for different modes of transport, as well as to bring Ukrainian transport safety legislation into line with Ukraine's international obligations. Ultimately, it is necessary to create a new, unified legal framework for the effective provision of transport security, taking into account changes in ownership, as well as management approaches.In addition to improving the regulatory aspect of transport safety, it also requires improving the interaction of all executive authorities responsible for transport safety.Conclusions of the research and prospects for further studies. 1. UkrTransport is responsible for safety only on land transport (road transport, urban electric transport and rail transport) therefore, water and air transport safety issues are not within its competence.2. The State Maritime and River Transport Service of Ukraine (Maritime Administration) performs separate functions for the implementation of the state policy in the field of maritime and inland waterway transport (except for the maritime safety of vessels of the fishing industry vessels).3. The State Aviation Service of Ukraine shall manage civil aviation safety and oversight of aviation security.4. The protection of the pipeline transport facilities shall be carried out by special departmental units of protection of the pipeline transport enterprises, as well as by the internal affairs bodies on a contractual basis.5. There are practically no legal acts that are directly aimed at solving the problem of transport safety of Ukraine and the interaction of the subjects of ensuring transport safety in different modes of transport among themselves.6. There is no single body for managing the transport safety of the state, and therefore there is no single overall coordination of the subjects of ensuring the transport safety of Ukraine.We consider the prospects of further exploration to be a study of transport safety issues both in transport in general and in its main types in particular. ; Розглянуто організацію забезпечення транспортної безпеки як на транспорті взагалі, так і на його основних видах зокрема. Доведено відсутність нормативно-правових актів, які безпосередньо спрямовані на вирішення проблеми взаємодії суб'єктів забезпечення транспортної безпеки на різних видах транспорту між собою. Визначено основні керівні нормативно-правові документи, які регламентують роботу суб'єктів забезпечення транспортної безпеки та їх недосконалість у питаннях взаємодії.