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The main similarities and differences between Conflict Theory and Structural Functionalism

1.Explain the main similarities and differences between Conflict Theory and Structural Functionalism, according to Ralf Dahrendorf.

2.What are the central tenets of World-Systems Theory, and who is responsible for it?

3.Compare and contrast the respective theories of the self that were put forward by Charles Horton Cooley, George Hebert Mead and Erving Goffman.

4.Identify a breach in social behavior that can be used in an ethnomethodological analysis. Are breaching experiments ethical? Why or why not?

5.What are the historical roots of exchange theory? Identify two theoretical predecessors and the main principles of each.

6.Explain how different groups of women subjectively experience the social world in unique ways? Draw upon the theory of intersectionality and the matrix of domination to expand your answer.

7.George Ritzer reveals how credit cards create both personal troubles at the micro level and public issues at the macro level. Describe how a similar problem (or problems) is developing with the student loan crisis.

8.According to Manuel Castells, what are the basic characteristics of the information technology paradigm central to modernity?

9.Outline the primary critiques of postmodernism:

10.How did sociologist in the United States incorporate race, gender, class, and sexual identity into their ideas throughout the twentieth century?

Sample Solution

ata sources,” (Stilgoe). Data-sharing would help the regulation process and other car companies take great strides. With the lack of data-sharing, it’s difficult to put effective regulation on the cars. States don’t have enough information to properly judge cars just based off of accidents covered by the media.The states are not just sitting by, though. According to Jack Karsten and Darrell West of The Brookings Institution, “Many other state laws call for studies of autonomous driver systems, though no states have yet published their findings,” (Karsten and West). There may be laws, but the lack of enforcement of them is causing a problem. This problem is centered around the prominent companies that are developing the autonomous vehicles. Because of the competitive nature that is present in every industry, the companies that make self-driving cars (Tesla, Uber, Volvo, etc.) are reluctant to share their data. By publishing their studies, other companies are free to use their data and get ahead of them by learning from their mistakes and research. The companies’ approach to data sharing exemplifies their protective nature of their products. Although a chance at profit drives companies, they are halting the process of state and federal regulation. The reluctance of these companies is not only limited to data-sharing. Many automobile companies are reluctant to see more state regulation on these self-driving cars due to the disruption to the car industry that would ensue. Companies that span all of America are confused because every state varies on how they regulate. For example, individual states differ on simple things like the definition of ‘vehicle operator’ (Karsten and West). These small distinctions in state regulation will add on and create large problems. If states continue to pass regulation, it will become even harder to try to implement these cars and enact future regulation. For self-driving car owners, they only have to worry about a small amount of state regulation. Companies, especially the large ones, have to worry about every single state because their products are sold in every state. A big contributor to this problem is that the cars do not place themselves in a single area. According to attorney Sharon Klein, a partner for Pepper Hamilton LLP, “There’s this whole gray ground about who is in the best position to regulate these new cars, which go beyond the traditional car into almost driving a computer and software,” (qtd. in Ohnsman). Regulation not only has to concern itself with the car industry, but also with the computer software industry. This shows the scope of confusion that comes with self-driving technology. The blame, however, does not fall on the governments, as they support the companies. The problem is the lack of time they have had to create regulation. All

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