PART I: ADVOCACY BEGINS WITH COMMUNICATION AND COLLABORATIONIdentify an advocacy issue related to children and families in your community, and write a two- to three-page…

PART I: ADVOCACY BEGINS WITH COMMUNICATION AND COLLABORATIONIdentify an advocacy issue related to children and families in your community, and write a two- to three-page paper that does the following:

Explains what the issue is, why it is important in your community context, and why it is important to the early childhood field.Selects an agency and/or organization that you will collaborate with to help you address the advocacy issue you identified.Describes the mission of the agency and/or organization, and explains why you want to collaborate with this specific agency.PART II: COMMUNICATING AND COLLABORATING WITH AGENCIESUsing the agency you identified in Part I, write a two- to three-page letter to the advocacy agency. Your letter should include:

An explanation of the issue(s) for which you are advocating, and why the issue is important in the context of the early childhood field. Use data and/or information from the professional knowledge base to support your explanation.An explanation of why you want to partner with this agency on the issue(s). Your explanation should compel the agency to want to partner with you on the issue.An explanation of how you envision the partnership working, including a specific suggestion regarding how you want the organization to support your advocacy effort.PART III: COMMUNICATING AND COLLABORATING WITH GOVERNMENT OFFICIALSUsing the same advocacy issue you identified in Part I, write a two- to three-page letter to a government official in your local, state, or federal government. Your letter should include:

An explanation of the issue for which you are advocating, and why the issue is important in the context of the early childhood field. Use data and/or information from the professional knowledge base to support your explanation.A description of the agency with whom you will partner, and how that partnership will assist in the work regarding the advocacy issue.A request of the government official, explaining exactly what he or she can do to support the advocacy effort.

Sample Solution
While analyzing the writing that encompasses the subject of my examination, I found that the first run through the possibility of a reasonable method for living was presented was in the paper on the rule of populace, composed by Thomas (Malthus, 1798). This thought was path comparatively radical and it wasn’t for an additional 200 years that the idea of maintainability was made by the Bruntland Commission who were the first to characterize supportable advancement in 1987 expressing that it was “improvement that addresses the issues of the present without trading off the capacity of people in the future to address their own issues.” (Bruntland, 1987). There is a pattern in the writing that followed in the decade after the Bruntland report where (Meadows et al, 1992), (Lélé, 1991) and (Harrison, 1992) all distinguished the issue of quick populace development over the most recent 30 years and the issues this could have, prompting the requirement for economical improvement which envelops a wide range of components remembering the territory for which my investigation is engaged reasonable vehicle. 2.2 Sustainable vehicle Progressively explicit to my examination is writing on the possibility of practical vehicle, where the development of individuals has less of an effect on nature. Al (1993) and Banister and Button (1993) are the first to make reference to making transport supportable. As the degree of vehicle use started to increment quickly the acknowledgment of the Co2 outflows this made unfolded upon the total populace (Al 1993; Banister and Button 1993). Writing would then be able to be limited to taking a gander at the possibility of feasible vehicle in the UK. (Roberts, 1992) is the first to make reference to a requirement for a game plan in the UK as far as maintainable advancement as observed by rising degrees of ozone depleting substance outflows. This reliance upon autos as a type of transport is all around recorded in scholarly writing with two writers Peter Newman and Jeffrey Kentworthy who have together composed two books representing how our reliance on vehicles can be defeated to make economical urban communities with reasonable vehicle systems (Newman and Kenworthy, 1999: Newman and Kenworthy, 1989). Maybe the most significant bit of writing on reasonable vehicle strategy in Europe as of late is the “White paper on transport” composed by the EU in 2010. It is the main huge scale legislative distribution that focuses on the requirement for a move away from reliance upon vehicles and planes for transport and a move back towards possibly progressively maintainable structures, for example, transports and prepares (EU commission, 2001). 2.2.2 Different types of reasonable vehicle Writing on reasonable vehicle can be part into varieties. During the mid 2000’s green advancements, for example, reasonable types of vehicle travel, were constrained. For instance, Weber et al (1999) discussed the conceivable future for energy unit innovations to alter vehicle travel in the coming years (Weber et al 1999). Anyway almost 10 years after the fact hydrogen fuel innovation was still exceptionally constrained in its utilization (Whitmarsh and Wietschel, 2008; Ross, 2006). Writing taking a gander at reasonable open vehicle appeared to have accumulated pace in the mid 2000’s. Practical open vehicle plans were seen as a significant angle in making an absolutely reasonable urban focus (Banister et al 1997; Newman 2004; Steg and Gifford 2005). This started a development in the measure of writing accessible on open vehicle and it is currently broadly expounded on. 2.2.3 Optimism predisposition One factor of economical vehicle arranging that I found in writing is good faith inclination. Twisted Flyvbjerg is an Oxford educator who has composed two pieces on the possibility that reports and projections for transport plans will be excessively idealistic particularly when taking a gander at reasonable options in contrast to vehicle use. In spite of the fact that this isn’t really the situation in optional information that can be found on account of the Guided busway in Cambridge it must be considered (Flyvbjerg et al, 2004) and (Flyvbjerg, 2008). 2.2.4 Recent advancements An intriguing point that has been raised by Luca Leone in the practical vehicle diary In Business Weekly. All the more as of late he expressed the effect of Brexit and the impact on the city of Cambridge, would create a requirement for additional vehicle activities (Leone, 2017). There have been moderately hardly any investigations directed on the Cambridge guided busway as of late with a great part of the center being in the initial scarcely any long stretches of the frameworks development. A further part of this that is obvious in writing on open vehicle all in all is the ongoing ascent in notoriety of taxi administrations, for example, Uber. Rode et al (2017) clarify that Uber is expanding in prominence definitely in numerous urban areas in Britain and this Is threating to influence the client quantities of open vehicle just as vehicle use (Rode et al, 2017). In fact, ongoing writing, for example, that composed by Nelson (2017) and Li et al (2016) both discussion about the conceivable impact these ride sharing applications could have on open vehicle use just as traffic clog on our streets. 2.3 Innovations and staggered viewpoints A further key creator is Frank Geels, who is an educator in advancement and manageability at the college of Manchester. He has composed numerous papers taking a gander at manageability and specifically development inside maintainability. For instance, his article Auto Mobility in Transition takes a gander at advancements inside reasonable vehicle, for example, the guided busway innovation that I will take a gander at in this venture. He is additionally a main creator in the field of green economies and all the more unequivocally staggered points of view of innovative changes. Geels, (2002) utilizes a staggered viewpoint to evaluate mechanical advances. For instance, the guided busway can be viewed as a change from vehicle reliance to a manageable type of transport through advancement. The staggered point of view is a method for clarifying mechanical developments and partitions the procedure into three layers the littlest of which is the specialty level which is the place the extreme advancement happens. At that point there is the system level where rules are spread out to make gradual improvement. At long last, the scene layer is the outside structure which is moderate and impervious to development (Steward 2012). In spite of the fact that the staggered viewpoint calls attention to that a specialty market may not create to the scene level where it is utilized on an a lot bigger scale (Potter et al, 2015). It very well may be seen in further pieces that this advancement in the field of maintainable vehicle is fundamental as gradual improvement along built up fields won’t give the responses to a practical vehicle framework as can be seen in both (Nill, Kemp, 2009) and (Hull, 2008). This gives thinking concerning why the guided busway was picked as a choice on account of Cambridge. It is a creative framework that fills a specialty in the market of supportable vehicle with the point of decreasing vehicle client levels in Cambridge. 2.4 Guided busways Guided busway innovation is one that is generally new and subsequently writing about it is genuinely difficult to find, anyway as it creates there has been a few articles written as of late. For instance, the principal notice of it in writing was in “The capability of guided busways” composed by (Read, Allport and Buchanan, 1990) this was composed a couple of years before the main case of a guided busway was fabricated and is the primary piece to appropriately distinguish the potential for guided busways as another type of reasonable vehicle. More writing at that point followed in the late 1990’s and mid 2000’s, (Sneller 1997; Vuchic 2002) built up the possibility that guided busways and transport fast vehicle could give a reasonable supportable option in contrast to vehicle travel. At this phase there were genuine models that had just been assembled and could along these lines be utilized as instances of the victories and disappointments of the framework. Phillips (2006) at that point glances in more detail at models where guided busway innovation has created to attempt to decide the shifting degrees of achievement that they have had (Phillips 2006). The principal situation where the innovation was incorporated begun in 1980 in Essen Germany where the innovation was utilized to attempt to interface the city’s transport and cable car frameworks, Boeger and Koch (1984) have composed an itemized examination taking a gander at the framework explicitly. There have since been two further improvements in Essen. The first endeavoring to make the tracks useable for the two autos and transports, which ran for a long time and is currently just utilized by transports, while the second is an area of guided busway that is worked for a similar reason as the Cambridge guided busway to lessen motorway traffic and utilizes a similar innovation with solid tracks and guide wheels on the transports for controlling (Phillips, 2006). This model made ready for guided busway innovation to be additionally created with future frameworks, for example, the one found in Cambridge. 2.4.2 Global models There is additionally a great deal of writing on the guided busway frameworks that are set up in different pieces of the world for instance Australasia. A key creator on this region is Graham Currie who has numerous pieces taking a gander at the instances of guided transport and transport fast vehicle innovation on the mainland. For instance, the diary article “Transport Rapid Transit in Australasia: Performance, Lessons Learned and Futures” investigations the aftereffects of the various frameworks in activity in Australasia including the Adelaide North East busway which was opened in 1986 making it one of the main models around the world (Currie, 2006). He at that point followed this up in 2010 with “Transport Rapid Transit in Australasia An Update on Progress” which planned to survey the accomplishment of the various models after they had been in activity for a more drawn out timeframe. It finds that client numbers over the entire landmass were up from 37 million for each annum to 86 million for each annum from 2006 to 2010 to be sure he infers that by and large the innovation has been>GET ANSWER Let’s block ads! (Why?)

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