CC BY
11Литература:
1. Ковалев, В.П. Передовой педагогический опыт: учебное пособие (со специализацией "Управление образованием") / Чуваш. гос. пед. ун-т им. И.Я. Яковлева - Чебоксары: Новое Время, 2010. - 103 с.
2. Мухаметшин, А.Г. Проблемы нравственно-психологической готовно-сти студентов к педагогической деятельности. / А.Г. Мухаметшин // Педагогическое образование в современном обществе: сб. науч. труд. - Казань, 2001. - С. 117-121
3. Мухаметшин, А.Г. Народная педагогика и проблемы воспитания / А.Г. Мухаметшин // Наука в системе высшего педагогического образования. - Набережные Челны, 2000. - С. 72-77.
4. Подласый, И.П. Ремесленник, профессионал, творец / И.П. Подласый // Народное образование. -1989. N 11. - С. 82-88
5. Сластенин, В.А. Профессионально-педагогическая подготовка современного учителя / В.А. Сластенин, А.И. Мищенко // Советская педагогика. 1991. - N 10. - С. 79-84
6. Управление развитием школы / М.М. Поташник, В.С. Лазарев и др. - М., 1995. - 463 с.
Pedagogy
UDC 371 Colonel Hod Leck
Colonel in security (Carmel)
THE PROBLEM OF ENSURING THE SAFETY OF CHILDREN IN ROAD ACCIDENTS IN
ISRAEL
Annotation. In this paper it is my intention to indicate an existence of a void in the governmental structure and cast light with a powerful spotlight on a phenomenon that is felt by everyone however nothing is being done about it. In every modern state there are Ministers of Police, Education, Justice and Transportation that each one handles their own area; however, there is not always a correlation between them. There is a silent consent of many people including the academy that traffic accidents are a matter of fate, and personally I believe otherwise - I believe that it is an omission and there is something to do about it and quite a lot actually. It is obvious that the handling and struggle with traffic accidents require an interaction of several entities: law, legislation, education and enforcement. This paper is aimed mainly at the field of safety and enforcement. As it is well known, there is no Minister of Safety in Israel as well as in other countries, who would supervise the proactive actions of the other entities. The state needs to realize that it is economically worthwhile to invest in safety and I recommend the prime Minister to authorize a new Ministry that would be called "Ministry of National Safety".
Keywords: safety, management, responsibility, students, road safety, accident prevention.
Аннотация. В этой статье автор отмечает, что в каждом современном государстве есть министры полиции, образования, юстиции и транспорта и др., Каждый из этих Министров занимается своей областью; однако не всегда существует корреляция между ними. Существует мнение, что дорожно - транспортные происшествия-это вопрос судьбы и на них нельзя влиять. Очевидно, что борьба с дорожно-транспортными происшествиями требуют взаимодействия нескольких субъектов: права, законодательства, образования и правоохранительных органов. Как известно, в Израиле, как и в других странах, нет министра безопасности, который контролировал бы активные действия других образований. Государство должно понимать, что экономически целесообразно инвестировать в безопасность. Автор статьи рекомендует создать в Израиле новое министерство- Министерство национальной безопасности, которое возьмёт на себя комплекс проблем, в том числе и проблему безопасности детей на дорогах, обеспечения профилактической работы с ними с целью уменьшения транспортных происшествий, произошедших по вине детей, не соблюдающих меры предосторожности на дорогах.
Ключевые слова: безопасность, управление, ответственность, учащиеся, безопасность на дорогах, профилактика дорожно - транспортных происшествий.
Introduction. The problem: in the state of Israel which is relatively small in comparison to the world and which is technologically and scientifically advanced, there are 400 casualties and 30,000 wounded in average as a result of traffic accidents. Specialists around the world maintain that the factors of traffic accidents are: the person, the vehicle and the road, whereas the person is the primary factor for 90% of all traffic accidents. At the same time, specialists agree that there are several factors of handling the problem of traffic accidents: 1. Change of severe legislation; 2. Non- compromising, aggressive judging; 3. Education for road safety; focused and quality enforcement by the police.
The rationale is that police officers have no control and influence over the first three factors: legislation, judging and education; however, they have full control over methods of enforcement.
The purpose of this paper is to examine whether there is a correlation between enforcement and the number of traffic accidents. The secondary purpose is to discuss who manages safety in the country? This secondary purpose is intended to provoke thought amongst decision makers in the state of Israel.
Contribution of this paper is the most important thing in the world - saving lives: by a different, focused and developed enforcement we would be able to save human lives.
Additional contributions are: reduction of injuries, decrease in hospitals' resources, less traffic jams due to traffic accidents, less air pollution (if no traffic jams due to accidents), lower loss of working hours of drivers and passengers that are stuck in traffic jams as a result of traffic accidents, improvement of level and quality of life, education for tolerance and patience, education for safety, a positive impact on our children, reduction of damage to property - road, traffic lights.
Presentation of the main material of the article. In every developed country there are ministers in charge of specific areas; the minister of defense, the minister of inner security, minister of education, health, finance and so on. But is there a minister in charge of the safety in the country?
It is safe to assume that if a survey would be held in any country in the world asking "what is the most important issue?" the most common answers will be the children, human life and then the usual list: health, economy, security, welfare, education, culture etc.
In charge of the education there is a Minister of Education, in charge of public health there is a Minister of Health, in charge of the safety of the citizens there is a Minister of Internal Security but who is in charge of safety?
Current estimation indicates that every year around 800,000 people are killed in traffic accidents. In Europe alone the estimation is 40,000 casualties and a damage worth of 160 million Euros (Carmel, 2006).
These concerning numbers rise the question - are traffic accidents our fate, a given which is unchangeable? Are we, as individuals, as a society and as a state, doing the greatest efforts to prevent the next accident?
Among the population we encounter a contradiction regarding the subject; on the one hand the feeling that "it will never happen to me - I'm a careful driver", and on the other hand a concern and a motivation to handle and prevent further casualties.
The Minister of Transportation is in charge of driving instructions and improving of roads. The Minister of Education is in charge of educating the children including in the subject of road safety. The Police are in charge of enforcing traffic laws but is there integration between these three entities? Are there political issues that can prevent these entities from working together?
The answer is not clear - nowadays there is no one in charge of safety in general and no one in charge of traffic safety in particular. In any field, whether business, education, social, etc., when there is no manager in charge, there isn't any management. In such situation there would be no strategy, goals would not be set and no actions would take place.
Safety requires strategy.
According to Hekart and Gitelman, (2008), safety in the country should be managed strictly. As in factories, which employ 50 workers and more, that are being required by law to appoint a safety supervisor (who has very clear tasks to handle as specified by law) so should be on a state level. The main conclusion of this paper is that we cannot accept the situation of lack of management when it comes to the safety on a state level. Data collection should be managed, researching the field should be managed, annual goals, which are clear and quantitative, should be managed as for long term goals and appointment of people who will see for their actual occurrence. It is imperative to include the business organizations in a national steering board and decision making processes should be managed. Recourse distribution should be planned in order to improve the infrastructure, the education and to promote enforcement and this whole process should be monitored and supervised. But above all that it is crucial that there is a representative in the government which serves as a Minister of Safety and is in charge of integrating all the relevant entities and takes the responsibility regarding this important issue. This representative's responsibility would include strategy planning, goal setting and monitoring, providing the needed resources to the relevant entities and providing updates on the progress made (Lotan, 2010).
Investing in safety - a safe investment.
According to Negbi-Partuk (2012), a safety supervisor in an organization is a source of income and not an expense. Directorate, employers, factory owners judge their businesses according to a profit-loss scale. Business owners think by profits, therefore acknowledging the fact that a qualified safety supervisor can save money for the organization, would surly convince them to invest in safety. In situations where the safety supervisor is considered by the boss as an unnecessary expense, forced on him by law, it is important to prove his wrong perception. In order to strengthen this point I will use an example of a company which employs 200 drivers. If the vehicles used for deliveries are over 3 years and 200,000 km, the likelihood for them to need mechanical repairs and a visit to a garage goes up. Each month dozens of days would be wasted on treating these vehicles, waiting for repairs, workers out of work due to lack of cars, overload on other drivers and the following resentment they would feel, affect the quality of service and are a risk of losing customers. The cost and benefits should be considered when deciding what to do with old cars, the answer will not always be to get rid of them. There are other advantages in discussing these matters such as: responsibility for the vehicles, a higher moral of the workers and less waste of time treating malfunctions (Bechor, Morik & Gitelma, 2012).
Another example could be a company which infuse to its workers the notion of driving 10 km less than usual on every type of road. It can be proven scientifically that the fuel usage will decrease by 10%. If hypothetically a company uses 10,000 liters of fuel a month, it will save 12,000 liters of fuel a year. This saving is additional to the decreased wear on tires and all the cars systems. But most importantly the ride would be safer and the risk of being involved in a car accident decreases. Studies around the world show a strong correlation suggesting that driving slower decreases the probability to be involved in an accident. Another advantage comes with adopting this policy which is more satisfied workers and a higher morale. Although the salary would not be increased, the workers are likely to feel more content in their working place when they feel that their safety is important for their employer and that he is willing to invest in order to provide them with a more friendly working environment.
Sick days / hospitalization / rehabilitation.
When an industrial accident occurs and a worker is injured he is usually rushed to a hospital. When it is a mild injury, the worker will be absent for about a week and the production line he was part of will generally stop jamming the whole process. In the case of a serious injury the implications for the factory are even worse. In this case the employee can be hospitalized for a number of months which would require the company to hire a new employee, teach him the line of work and pay two salaries on that single position. This is, with no doubt, a losing situation for the factory, not to mention if there happen to be multiple injured workers at the same time. On top of the financial lose, the workers motivation can be hurt on the basis of the feeling that they are not looked out for or protected.
Publications in the media about a worker being injured or killed in a certain factory can cause customers to avoid business with the certain place. The reason being that a lack of safety management could possible indicate a lack of quality management, therefore there is a chance the product would not be reliable.
In conclusion, factory owners and employers must see that safety management is an integral part of planning, manufacturing, marketing, storage and supply. Professional workers are safe workers. Good quality workers are safe workers. Loyal workers are workers who receive the means and legitimization to keep them safe. Safety management is worthwhile for the short run and certainly for the long run.
The issues of safety and hygiene are matters that every respectable organization nowadays must dedicate thought and resources to. The earliest recorded reference to this subject is found in the bible given to the Jewish nation. The Bible raises this issue to the level of holly laws, above the understandable importance of being healthy, protecting the environment and keeping safe. In that we understand the importance of these issues for our wellbeing and for the continuation of the human race (Or-Yarok, 2010).
In the section of the Torah "ki tetze" we are commanded "thy build a banister to your roof and you shall not store blood in your home" (Deuteronomy, 22:8). The Bible acknowledges the responsibility of a landlord regarding malfunctions in his house and he must be responsible for them. From that we can derive that factory managers, mayors, heads of organizations, etc., must all be accountable for things happening under their jurisdiction. This applies even if that manager had appointed a safety supervisor - the responsibility is basically his. Furthermore, the Bible emphasises the subject of hygiene and health as seen in the following example "thy stake shall be on your waist" (Deuteronomy, 23:14). From this commandment we can understand the importance of keeping clean and protecting the environment from littering. If this matter was important then, today it is even more imperative to think of these issues as the world is getting more crowded and the rising pollution is threatening to our lives. If each of us would not pay attention to these small things, we shouldn't be surprised that our managers and leaders also neglect their responsibilities.
Even if the issues of safety and hygiene are set aside in favour of allegedly existential issues such as security and finance it is done without concrete justification; the number of casualties and injuries from pollution and accidents are much higher than the casualties of wars and terrorism acts. It is all a matter of education and awareness and in that field the exposure in the press and education system is greatly lacking.
Academic research regarding traffic accidents is required Traffic accidents are a result of the human factor, the road and the vehicle. Decreasing the number of accidents can be achieved only after analyzing all the factors and causes and taking into consideration factors as time of day, geographical location, etc. cutting down the number of accidents must be based on research derived from data and facts (Lotan, 2010).
Academic research can be conducted in three major ways: quantitative research, qualitative research and a research that combines these two methods.
Quantitative research is based on encoding data using statistics and finding relations between variables, between cause and effect and so forth. Using this kind of research you could strengthen or disprove the research hypothesis. Qualitative research is oriented to understand phenomena through the meaning people give them when they experience them. The data is usually collected through interviews and the main advantage is that the researcher can understand the phenomena in the most genuine way. A combined research unites these two methods therefore enjoying the advantages of both methods and eliminating.
some of the disadvantages in them. In practice, the researcher can use a theory to build a hypothesis and check it quantitatively, as well as conduct interviews and observations.
Research is necessary.
According to the annual report of the Israeli Police Research Division (2005-2011), conducting research is the only way we can monitor whether the government's policy are actively implemented. Studies must be based on professional and up-to-date knowledge which would help providing answers for the field of traffic accidents. Follow-up studies will check the level of implementation of current programs and their effectiveness. Without this information, decision makers would not be able to determine an effective policy.
Nowadays, policy is determined using gut-feeling without proper examination of effectiveness. In the past decade, we are experiencing a continued decline in the number of studies in the field, which makes it harder to fight with accidents.
Research policy in the field of traffic accidents.
Research programs in the field should be long termed. Tendencies should be studied in long-term retrospect and comparisons should be made; all to improve the enforcement, education, infrastructure and government policy.
Conclusions. Scientific research (opposed to criminal research) characterizes three types of traffic accident data:
1) Data collection by police traffic accidents detectives for the purpose of building a national data base of causes and factors.
2) Investigating infrastructure (road) causes and mechanical causes.
3) In depth investigation following a multiple injury accident and/ or casualties
Summary.
a) Policy and legislation should be determined on the basis of quantitative academic research.
b) A reinforcement plan should be executed only on the basis of analyzing data regarding days, hours, location, type of road, driver profile, type of vehicle etc.
c) A national data centre should be established and be highly maintained.
d) Each state/region should be forced to perform research on traffic accidents in their area taking into consideration the culture and differences characterizing their residences.
e) Research in the field should be publicised, national wide, as a means of education.
f) Research must include criminal investigation.
g) Academic teaching regarding safety should be encouraged in all levels, even until the PHD degree
1. No direct relation can be confirmed between enforcement and the number of accidents.
2. There is no single body that manages safety in Israel.
3. Further studies are required which are unique in the field of safety.
Limitation - a difficulty to examine the direction and command of policemen over policemen.
Advantages - reduction of harm to human lives and damage to property.
Possible applications - with the resources presently available in the police force: personnel, mobility and electronic devices, enforcement can be done differently and better almost without additional resources of policemen and means.
References:
1. Maariv newspaper, main, internal news, Carmel, 2006.
2. Report, Hekart, S. & Gitelman, V. Indexes of road safety in Israel in comparison to Europe as part of the ETSC-PIN program, 2008
3. Bechor, S., Morik, S. & Gitelma, V. The Institute of transportation research - the Technion, May, 2012
4. Lotan, Z. head scientist of Or Yarok. Speed of driving: the need for management. Decade to Or-Yarok, 2010
5. Negbi-Partuk, O. "Playing with fire" - investing in safety is worthwhile. Annual convention on property -risk management, Nov. 2012
6. Or-Yarok, Or-Yarok Newsletter, 17, Oct. 2010
7. Israeli Police website, Research Department. Annual reports of 2005-201
Педагогика
УДК 316.64
старший преподаватель Муллаширов Руслан Нариманович
Крымский филиал Федерального государственного бюджетного образовательного учреждения высшего образования «Российский государственный университет правосудия» (г. Симферополь)
СОЦИАЛЬНОЕ ВЗАИМОДЕЙСТВИЕ В ПОДГОТОВКЕ БУДУЩИХ ЮРИСТОВ: СОВРЕМЕННЫЕ
ВЗГЛЯДЫ НА СОДЕРЖАНИЕ ПОНЯТИЯ
Аннотация. В статье рассмотрена сущность понятия «социальное взаимодействие» в различных сферах человеческой деятельности, в том числе и в области права. В ходе анализа научной литературы выявлены различные подходы к интерпретации данного понятия, определены основные аспекты его дифференциации. Содержание социального взаимодействия рассматривалось на основе точек зрения отечественных и зарубежных ученых. В результате исследования выявлено, что социальное взаимодействие трактуется как действия, процесс и обмен взаимообусловленными и взаимовлияющими действиями.
Ключевые слова: социальное взаимодействие, действия, процесс, правовое взаимодействие, информация, ценности, общение, юрист.
Annotation. The article deals with the nature of the concept of "social interaction" in various spheres of human activity, including the field of law. During the analysis of scientific literature various approaches to the interpretation of this concept are revealed, the main aspects of its differentiation are defined. The meaning of social interaction was considered on the basis of the points of view of domestic and foreign scientists. The study revealed that social interaction is treated as an action, a process and as an exchange of interdependent and mutually influencing actions.
Keywords: social interaction, analysis, action, process, legal interaction, experience, information, values, communication, lawyer.
Введение. В современной ситуации интенсивного развития общества большинство категорий населения напрямую или косвенно связано с профессиональной деятельностью юристов. В свою очередь, юристу, работающему с различными категориями граждан, необходимо иметь не только широкий кругозор и высокий уровень гражданского сознания и ответственности, но и навыки профессионального общения и социального взаимодействия. Сфера социального взаимодействия юрисконсульта охватывает большое количество разнообразных межличностных контактов. В их процессе осуществляются определенные совместные действия, которые в дальнейшем приводят к новым контактам и взаимодействиям.
Социальные взаимодействия, являясь неотъемлемой частью всех сфер жизнедеятельности человека, проявляют в каждой из этих сфер определенные специфические черты и могут характеризоваться как политические, экономические, или иные, в том числе и как правовые взаимодействия.
Особо значимым в практической подготовке студентов-юрисконсультов является формирование готовности к взаимодействию с различными категориями участников профессиональных отношений. Значимым ресурсом в этом может выступить личностно-ориентированная практика, направленная на приобретение индивидуального опыта социального взаимодействия в процессе активной деятельности.
В связи с вышесказанным, актуальным с точки зрения профессиональной подготовки будущих юристов является рассмотрение сущности понятия «социальное взаимодействие».
Изложение основного материала статьи. В рамках обновления содержания Федеральных государственных образовательных стандартов высшего образования (ФГОС ВО) изменяются и требования к формируемым компетенциям будущих специалистов новой формации. Так, согласно проекту ФГОС ВО 3++ направления подготовки 40.03.0l Юриспруденция, универсальной компетенцией УК-3 является способность осуществлять социальное взаимодействие и реализовывать свою роль в команде. Современный юрист должен уметь работать в коллективе, общаться с коллегами, сотрудниками, клиентами, экспертами; обмениваться информацией и знаниями, а также иметь навыки публичных выступлений и участия в командных мероприятиях, встречах и конференциях.
В настоящее время научные исследования представлены разнообразными взглядами и суждениями по поводу интерпретации понятия «социальное взаимодействие», но, несмотря на их обширность, они существенно разнятся. Содержание института социального взаимодействия в своем большинстве раскрывается в теориях, но современные научные исследования предопределяют дальнейшее совершенствование данной категории в соответствии с возникающими факторами социальной реальности, которая опосредует процесс дальнейшего развития социального взаимодействия.
Социальное взаимодействие является основополагающим и фундаментальным социологическим институтом, так как все социальные явления (социальные статусы, социальные роли, социальные отношения и т.д.) возникают лишь в процессе социального взаимодействия. В ходе социального взаимодействия между людьми происходит взаимообмен материальными и духовными ценностями, знаниями, информацией, опытом и т.д. Социальное взаимодействие может иметь различное содержание, может изменяться, может осуществляться прямо, непосредственно или опосредованно, но основа его всегда межсубъектна.
Философия, как наука которая является фундаментом понятийного аппарата всех наук, в качестве характеристики природы социального взаимодействия рассматривает взаимосвязанность и причинно-следственный характер воздействий или взаимодействий субъектов. Так, согласно взглядам Н.Л. Виноградовой, В.Е. Кемерова, Е.А. Филимоновой социальное взаимодействие - это процесс воздействия людей в их совместном бытии, это способ существования социального бытия, который обеспечивается посредством диалога субъектов, обуславливающий гармонизацию и единство социальных структур, направленный на определение общей стратегии действий личностей, общностей и социальных групп [4; 7].
На формирование института социального взаимодействия огромное влияние оказали научные исследования XX-XXI века, благодаря которым были выработаны понятие, формы, виды и способы социального взаимодействия. С одной стороны, социальное взаимодействие - это комплекс интегрированных действий, которые проявляются в сложных совместных социальных отношениях субъектов, с другой стороны, социальное взаимодействие - это процесс опосредованных или непосредственных воздействий объектов социума друг на друга, связанных циклической причинной зависимостью.
Бесценный вклад в развитие сущностной природы социального взаимодействия был сделан
