Suchergebnisse

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.

Supporting regional integration processes within the context of the Association of Southeast Asian Nations (ASEAN) is an integral component of Brussels' strategic interest in South-East Asia. Hereby, Indonesia - regional primus inter pares and self-proclaimed driver of regional integration - is perceived as a key partner for Europe. There are indications, however, that Indonesia seems to be turning away from ASEAN under the administration of the current president, Joko Widodo ("Jokowi"). A new narrative has recently emerged in Jakarta that seeks to prioritise Indonesia's national interests in all aspects of the country's international affairs over long-standing hallmarks of Indonesia's international politics - most notably of ASEAN being the cornerstone of Indonesian foreign policy. In order to be able to gauge changes in Indonesian foreign policy towards ASEAN under Jokowi, this research paper traces the role that ASEAN has played in Indonesian foreign policy - from the fall of Suharto up to the present day. The study finds that Indonesia's role in ASEAN differs distinctly from one policy field to the other. Although Indonesia has contributed extensively towards regional integration in the field of security policy, it has predominantly displayed inert - or outright negative - attitudes towards regional economic integration. There are a number of indicators that Jakarta's foot-dragging - with regard to economic integration - might further increase under the Jokowi administration. This, however, is not tantamount to a complete neglect of ASEAN in the foreseeable future. After all, ASEAN is still viewed by policy-makers in Jakarta as being the centre of the regional security architecture and the main instrument for maintaining regional security and stability. (author's abstract)

Der Euro-Maidan in der Ukraine, die Annexion der Krim und der von Moskau unterstützte Separatismus im Donbass haben die schärfste Krise der Ost-West-Beziehungen seit 1989/90 ausgelöst. Die Deutung des Ukrainekonfliktes ist umkämpft. Was haben die Akteure gelernt? Die Konfrontation mit Russland gründet in fundamentalen Werte- und Interessenkonflikten, welche die Aussicht auf eine Rückkehr zu vertrauensvollen Beziehungen überschatten. Welche Schlussfolgerungen lassen sich für die Sicherheitspolitik, die Konfliktprävention und das Krisenmanagement ziehen? The Euro-Maidan in Ukraine, the annexation of Crimea and the Moscow-supported separatism in Donbas caused the deepest crisis in Est-West-relations after 1989/90. Interpretations of the conflict are hard faught. What did the actors learn? The confrontation with Russia is rooted in fundamental conflicts of values and interests, which overshadow any return to trustworthy relations. Some politicians opt for détente, others for deterrence. What are the lessons learned for security policy, conflict prevention and crisis management?

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.

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.

A new Russian security organ was created on 3 July 2016. The National Guard takes over the interior ministry's internal troops and police special forces and places them directly under the president's control. The new force's remit ranges from public order through counter-extremism and counter-terrorism to assistance in territorial defence and border protection. This reform represents the most significant restructuring of Russia's internal security organs in more than ten years, and exposes Putin's concerns over the robustness of his political system in face of persistent economic crisis and upcoming parliamentary and presidential elections. In this context the National Guard can serve not only as an instrument of repression against possible mass protests, but also as a means of disciplining potentially illoyal elite groups. (author's abstract)

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.

In the article the directions of development of enterprises of the military-industrial complex of Ukraine, the foundations of a new industrial policy in the scientific and technological development, given the task of Industrial Policy of Ukraine, presented microeconomic analysis of the enterprises of the military-industrial complex, set limits on the nature of technological enterprises. ; В статье определены направления развития предприятий оборонно-промышленного комплекса Украины, основы новой промышленной политики в условиях научно-технологического развития, представлены задания промышленной политики предприятий Украины, подано микроэкономический анализ предприятий оборонно-промышленного комплекса, определены ограничения технологического характера на предприятиях. ; В статті визначено напрями розвитку підприємств оборонно-промислового комплексу України, основи нової промислової політики в умовах науково-технологічного розвитку, подано завдання промислової політики підприємств України, подано мікроекономічний аналіз стану підприємств оборонно-промислового комплексу, визначено обмеження технологічного характеру на підприємствах.

Bei der "Joint Doctrine for Information Operations" handelt es sich um eine Richtlinie des US-Generalstabs mit dem Ziel, die Operationen der US-Streitkräfte in umfassender Weise den Erfordernissen der informationselektronischen Revolution im modernen Militärwesen anzupassen. Darüber hinaus stellt das Dokument die Streitkräfteoperationen in den breiteren Kontext der US-Sicherheitspolitik im Informationszeitalter. Zu den zentralen sicherheitspolitischen Herausforderungen zählt der US-Generalstab insbesondere die Bekämpfung des Terrorismus und der internationalen Kriminalität. Deren Problematik ist mit den Attentaten vom September 2001 in den Brennpunkt der internationalen Sicherheitspolitik gerückt. Das Dokument wirft neuartige, bislang völlig ungeklärte Probleme der internationalen Sicherheit, der Geltung des Kriegsvölkerrechts sowie der Charta der Vereinten Nationen auf, desgleichen Fragen nach Art und Umfang künftiger internationaler Konflikte, möglicher Konfliktlösungsstrategien sowie der Rüstung und Rüstungskontrolle im Informationszeitalter. Die sicherheitspolitische Problematik des offensiven Informationskriegs ergibt sich im wesentlichen aus den technischen Möglichkeiten der Computerspionage und -sabotage und des verdeckten elektronischen Netzangriffs, die sich neben militärischen Zielen auch auf die (Zer-) Störung ziviler öffentlicher Informations- und Kommunikationssysteme sowie informationsabhängiger Infrastrukturen richten können. Auch wenn weite Teile der "Joint Doctrine for Information Operations" der Verteidigung im Informationskrieg gewidmet sind, ist sie doch in der erklärten Absicht verfaßt, die Angriffsarten und -möglichkeiten, die der Informationskrieg heute und in absehbarer Zukunft bietet, umfassend zu nutzen.

Seit Cyberangriffe auf Computernetzwerke europäischer Verteidigungs- und Außenministerien öffentlich bekanntgeworden sind, fordern Sicherheitspolitikerinnen und -politiker, dass die EU eine ausreichende Cyberabwehr und Cyberrückschlagfähigkeiten entwickeln muss. Nach wie vor setzt die EU in der Cybersicherheit jedoch auf Cyberdiplomatie und versucht sich auf diese Weise als Friedensmacht zu positionieren. Ihr Diplomatischer Reaktionsrahmen, verabschiedet im Oktober 2017, sieht hauptsächlich nichtmilitärische Instrumente zur Gefahrenabwehr vor. Europa wäre gut beraten, sich angesichts wachsender Herausforderungen an den Stufenplan der Cyberdiplomatie zu halten, der auf dem Prinzip der Sorgfaltsverantwortung fußt. (Autorenreferat)

'Seit Jahrzehnten wird die israelische Demokratie immer wieder durch terroristische Gewalt bedroht. Israels Reaktionen darauf waren bislang weitgehend vom sog. Kriegs-Paradigma geprägt. Dieses Paradigma sieht den Kampf gegen terroristische Gewalt als einen militärisch zu führenden Krieg. Die Autorin zeigt anhand der israelischen Geschichte eindringlich, welche Probleme sich daraus für einen demokratischen Staat ergeben: Ein Staat im Krieg ist ein Staat im Ausnahmezustand, und es besteht beträchtliche Gefahr, dass rechtliche Normen verletzt werden und Zivilisten zu Schaden kommen: Maßnahmen wie 'gezielte Tötungen' von Terrorverdächtigen, Häuserzerstörungen und Verhaftungen ohne vorherige Anklage führen nicht selten zu Gewalteskalationen. Zudem stigmatisiert ein solches Vorgehen militante Gruppen als reine Terrororganisationen, was den Weg zu politischen Lösungen, die bei lokalen Konflikten durchaus denkbar sind, versperrt. Die Autorin plädiert nachdrücklich für einen Paradigmenwechsel, hin zu Strafverfolgungsparadigma (Einsatz der Instrumente von Justiz, Polizei und Nachrichtendiensten) oder, als langfristige Strategie, die Anwendung des sog. politischen Paradigmas. Dieses Paradigma zielt darauf, terroristische Gruppen mit politischen und ökonomischen Strategien politisch einzubinden. Gerade anhand der PLO in Israel zeigte es sich, dass sich vormals radikale und gewaltbereite Gruppen mäßigen, wenn sie in den politischen Dialog treten. Die Wandlung der PLO kann im Rückblick als größter Erfolg gegen terroristische Gewalt in Israel gelten, auch wenn der Frieden nach wie vor in weite Ferne zu liegen scheint.' (Autorenreferat)

This book investigates how China has used Taiwanese investment and treated Taiwanese investors to pursue political reunification. The book's main supposition is that both Chinese central and local governments have strategic considerations with respect to Taiwanese businesses. Consequently, through detailed case studies of three cities: Tianjin, Kunshan and Dongguan, the author explores the changing interaction between Taiwanese businesses and the Chinese government, and seeks to provide an explanation of this changing pattern of interaction in the cross-strait political economy. Through her unique empirical research, Lee shows how Chinese local governments, although being driven by short-term goals, also contribute to the goal of achieving political reunification, and argues that central and local governments complement each other as a consequence. By stressing the importance of long-term political goals and the state's policy interests and preferences, this research intends to address the various political implications attached to Taiwanese investment in China. This timely and important study presents some of the first systematic empirical research published in English (or any other Western language) focusing on Taiwan's entrepreneurs (taishang) on the Chinese mainland. The book will be of interest to students and scholars of Taiwan Studies, Chinese Politics, Political Economy, Chinese Business and economics.