Where did most of the immigrants to America come from?
Russia and Poland
Ireland and Germany
Italy and Austria
England and France

Answer: Just-world hypothesis

The Just world hypothesis is the ideology common in the United States that people get the outcomes they deserve.

A hypothesis is an explanation provided for a phenomenon. The scientific method demands that a hypothesis be testable in order for it to be considered a scientific hypothesis. Scientists often establish scientific hypotheses on past data that cannot be adequately explained by existing scientific ideas.

The fair world hypothesis holds that individuals get what they deserve and deserve what they get in life. This notion may be a contributing factor to the basic attribution mistake, which is the propensity to exaggerate dispositional reasons of an event while underestimating situational factors.

Therefore, it can be concluded that the just-world hypothesis is a popular ideology, or worldview, in the United States. The just-world theory holds that individuals get what they deserve.

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Answer:

True

Expalntion

I am pretty sure

Answer: A. True.

Explanation: I took the test trust me. %100

The act of detention and confinement in immigration system is very similar to the incapacitation functions of jails and prisons.

Basically, one of the purpose of correctional facility (including jails and prisons) is to incapacitate the offender in other to prevent him from committing other crime.

Hence, the act of detention and confinement in immigration system is very similar to the incapacitation functions of jails and prisons.

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Answer:

i think its it not on his voyage

Answer:

A socioeconomic class

Answer:

Two types of law - civil and criminal. Criminal - state or federal prosecutors bring a case against a person charged with a major crime, called a felony. Civil - deals with lawsuits brought by individuals or the government against other individuals, organizations or companies.

Explanation:

Answer:

For decades, most local, regional, and state governments have had a myopic approach to handling the transportation needs related to infill development: they require developers to add more street/road capacity. And this single-minded approach has produced exactly what one might expect: Lots of new, expensive roads that actually increase driving, and with it pollution, emissions, roadway deaths, and impediments for people trying to get around without cars.

A more productive approach seeks to minimize traffic from development before resorting to just building expensive, bigger and wider roads. This new report from SSTI outlines a modern method for cities and the private sector to partner together in reducing the demand for driving as cities build, grow, and thrive.

Cities conventionally manage the impacts of development by adding capacity for automobiles, often providing no support for anyone outside of a vehicle. But this strategy only encourages more driving, and the roads and city in general become much less pedestrian-, bicyclist-, and transit-friendly. It also creates more emissions at a time when many cities are trying to reach ambitious climate goals.

It’s a self-fulfilling prophecy: If we think of accommodating more driving as the only solution, it will inevitably get harder for people to walk or take transit, and more trips will be taken in cars.

Cities thrive with a concentrated mix of people and uses—the more jobs, people, and activities within reach of each other, the greater the economic benefit from being able to easily access all of this opportunity. Asking developers to provide services and amenities that allow people to move around with fewer car trips will reduce the traffic impacts of new development, benefit all, and will help cities avoid super-sizing our roads and intersections.This new report—Modernizing Mitigation—suggests a system that rewards developers for a range of transportation improvements they can provide, making them partners in an effort to produce people-friendly neighborhoods. Actions developers can take include improving the infrastructure for walking, biking, or transit; providing complementary land uses that minimize the need for new trips; subsidizing other forms of mobility like bike sharing or car sharing; or providing first- and last-mile connections to high-capacity transit (like a regular shuttle).The contributions would be scaled to the amount of parking provided. The more parking a developer provides, the more they’d have to do to reduce demand (or through in lieu fees for non-auto services and facilities.) Or a project with no parking could be exempt from the other measures.

This helps produce a city where development can be seen as a positive contributor to a more prosperous place, rich with opportunities for all, as opposed to just the culprit to blame for more traffic.

This new approach can help put cities and developers on the same team, rather than working against one another to produce all the wrong outcomes. The report includes an examination of different cities’ policies along these lines, as well as a detailed look at precisely how this system could work with a real scale of points and incentives.

Much of the report was the product of SSTI’s practical work with the City of Los Angeles to develop a system for LA, but the suggested point system and requirements could be easily adapted by any other city to their local environment, priorities, or goals.

Explanation:

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