Generally, residents of New Orleans are “remarkably optimistic” about its recovery and future. Partly because the city had just begun to recover from Hurricane Katrina when the Great Recession began, it suffered less job loss relative to its pre-recession state and GDP actually grew 3.9% between 2008 and 2011. No other southern metropolitan area cracked 2% in the same period.

Richard Webster, writing for, offers the following evidence of New Orleans’ resilience in the face of the Great Recession. Chart 1 shows that it lost a smaller percentage of its jobs than the U.S. as a whole.



This is even more significant as it looks, as New Orleans had been in economic decline for decades before Katrina. At EconSouth, Charles Davidson reports that “the economy in New Orleans has reversed decades of decline and outperformed the nation and other southern metropolitan areas. Consider: the job growth in New Orleans shown in Chart 2 may not look impressive, but compare it to the declines of its neighbors (blue is before Katrina, green is after).


Residents seem to feel that the city is doing well, with the stark exception of fear of crime. But white residents are much happier with the state of the city than the 60% of residents who identifies as African American (image via NPR). This likely reflects the widening wealth gap in the city post-Katrina.


New Orleans continues to face serious problems, including low wages, a widening wealth gap, an evisceration of the public schooling system, underfunded higher ed, high crime, negative effects of gentrification, and the looming threat of another storm. Still, thanks to greater diversification of its economy, entrepreneurship, record tourism, and rising investment money, many are arguing that the city is in the midst of a revival.

Lisa Wade is a professor of sociology at Occidental College. She writes about New Orleans here. You can follow her on Twitter and Facebook.

4When tourists returned to New Orleans after Hurricane Katrina, there was a new site to see: disaster.  Suddenly — in addition to going on a Ghost Tour, visiting the Backstreet Cultural Museum, and lunching at Dooky Chase’s — one could see the devastation heaped upon the Lower Ninth Ward.  Buses full of strangers with cameras were rumbling through the neighborhood as it tried to get back on its feet.

Reader Kiara C. sent along a photograph of a homemade sign propped up in the Lower Ninth, shaming visitors for what sociologists call “disaster tourism,” a practice that is criticized for objectifying the suffering of others. It read:

Shame On You
Driving BY without stopping
Paying to see my pain
1,600+ DIED HERE

Imagine having lost loved ones and seen your house nearly destroyed. After a year out of town, you’re in your nastiest clothes, mucking sludge out of your house, fearful that the money will run out before you can get the house — the house your grandmother bought and passed down to you through your mother — put back together.

Imagine that — as you push a wheelbarrow out into the sunlight, blink as you adjust to the brightness, and push your hair off your forehead, leaving a smudge of toxic mud — a bus full of cameras flash at you, taking photographs of your trauma, effort, and fear. And then they take that photo back to their cozy, dry home and show it to their friends, who ooh and aah about how cool it was that they got to see the aftermath of the flood.

The person who made this sign… this is what they may have been feeling.

Originally posted in 2011. 

Lisa Wade is a professor of sociology at Occidental College. She writes about New Orleans here. You can follow her on Twitter and Facebook.

This is what it looks like when government fails to protect its citizens:

New Orleans, LA 9/4/05 -- School buses have been swamped by the floodwaters following hurricane Katrina. Photo by: Liz Roll
New Orleans, LA 9/4/05 — School buses have been swamped by the floodwaters following hurricane Katrina. Photo by: Liz Roll

When Hurricane Katrina hit, more than a quarter of people living in New Orleans in August of 2005 lived below the poverty line. Many of the poor in stayed at home to weather the storm. Why?

27% of New Orleanians didn’t own a car, making evacuation even more difficult and expensive than it would otherwise be.

People without the means to leave are also the most likely to rely on the television, as opposed to the radio or internet, for news. TV news began warning people how bad the storm would be only 48 hours before it hit; some people, then, had only 48 hours to process this information and make plans.

Poor people are more likely than middle and upper class people to never leave where they grew up. This means that they were much less likely to have a network of people outside of New Orleans with whom they could stay, at the same time that they were least able to afford a motel room.

For those who were on government assistance, living check-to-check, it was the end of the month. Their checks were due to arrive three days after the hurricane. It was also back-to-school time and many were extra cash poor because they had extra expenses for their children.

A study of New Orleanians rescued and evacuated to Houston, described here, found that:

…14% were physically disabled, 23% stayed in New Orleans to care for a physically disabled person, and 25% were suffering from a chronic disease…  Also,

• 55% did not have a car or a way to evacuate
• 68% had neither money in the bank nor a useable credit card
• 57% had total household incomes of less than $20,000 in the prior year
• 76% had children under 18 with them in the shelter
• 77% had a high school education or less
• 93% were black
• 67% were employed full or part-time before the hurricane

The city failed to get information to their most vulnerable residents in time and they failed to facilitate their evacuation.  The empty buses in flood water, buses that could have been filled with evacuees prior to the storm, is a testament to this failure.

Lisa Wade is a professor of sociology at Occidental College. She writes about New Orleans here. You can follow her on Twitter and Facebook.

Sociologists are interested in studying how our institutions — in addition to our ideologies and interactions — reflect social norms in ways that tend to reproduce the status quo. A great example happened recently in South Carolina. In this case, the institution is the Department of Motor Vehicles, the norm is that boys and men don’t wear makeup, and the case is Chase Culpepper, a male-bodied trans teen who wanted to wear makeup in her driver’s license photo.

The officials at the DMV told her that she wasn’t allowed to wear makeup in the photo because it would be a “disguise.” As reported by NPR:

The department… cited a 2009 rule that prohibited applicants from “purposely altering his or her appearance so that the photo would misrepresent his or her identity.”

They told Culpepper to take off her makeup or go home without a license. She did what they said. She shared these before and after photos with the Transgender Legal Defense and Education Fund, who shared them with the public.


It’s hard to defend the idea that somehow makeup distorts a man’s identity, but not a woman’s. It has exactly the same illusory power on a female face as a male one; that’s exactly why women wear it. The DMV’s policy did nothing, then, to help it do its job, it only served to press citizens of South Carolina to conform to the gender binary, at least as far as their primary form of identification went.

With the help of the Transgender Legal Defense and Education Fund, Culpepper sued and the DMV settled. As part of the settlement,

[they] agreed to change its policy to allow people seeking drivers’ licenses to be photographed as they regularly present themselves, even if their appearance does not match the officials’ expectations of how the applicant should look. The department also promised to send Culpepper a written apology and train its employees in how to treat transgender and gender-nonconforming individuals in professional settings.

This is what institutional change looks like, at least potentially. Thanks to Culpepper and her advocates, the South Carolina DMV is a little bit less gender binary than it was before.

Lisa Wade is a professor at Occidental College and the co-author of Gender: Ideas, Interactions, Institutions. Find her on TwitterFacebook, and Instagram.

Every year the National Priorities Project helps Americans understand how the money they paid in federal taxes was spent. Here’s the data for 2014:


Since the 1940s, individual Americans have paid 40-50% of the federal government’s bills through taxes on income and investment. Another chunk (about 1/3rd today) is paid in the form of payroll taxes for things like social security and medicare. This year, corporate taxes made up only about 11% of the federal government’s revenue; this is way down from a historic high of almost 40% in 1943.


Visit the National Priorities Project here and find out where state tax dollars went, how each state benefits from federal tax dollars, and who gets the biggest tax breaks. Or fiddle around with how you would organize American priorities.

Lisa Wade is a professor at Occidental College and the co-author of Gender: Ideas, Interactions, Institutions. Find her on TwitterFacebook, and Instagram.

Flashback Friday.

In his book, Authentic New Orleans, sociologist Kevin Fox Gotham explains that originally, and as late as the late 1800s, the term meant “indigenous to Louisiana.”  It was a geographic label and no more.

But, during the early 1900s, the city of New Orleans racialized the term. White city elites, in search of white travel dollars, needed to convince tourists that New Orleans was a safe and proper destination. In other words, white. Creole, then, was re-cast as a white identity and mixed-race and black people were excluded from inclusion in the category.

Today most people think of creole people as mixed race, but that is actually a rather recent development. The push to re-define the term to be more inclusive of non-whites began in the 1960s, but didn’t really take hold until the 1990s.  Today, still racialized, the term now capitalizes on the romantic notions of multiculturalism that pervade New Orleans tourism advertising, like in this poster from 2011:


Like all other racial and ethnic designations, creole is an empty signifier, ready to be filled up with whatever ideas are useful at the time. In fact, the term continues to be contested. For example, this website claims that it carries cultural and not racial meaning:


This book seems to define creole as free people of color (and their descendants) in Louisiana:


Whereas this food website identifies creole as a mix of French, Spanish, African, Native American, Chinese, Russian, German, and Italian:


In short, “creole” has gone through three different iterations in its short history in the U.S., illustrating both the social construction of race and the way those constructions respond to political and economic expediency.


Cross-posted at A Nerd’s Guide to New Orleans

Lisa Wade is a professor at Occidental College and the co-author of Gender: Ideas, Interactions, Institutions. Find her on TwitterFacebook, and Instagram.

I’m on a plane right now, flying from Sacramento back to Albany. And sitting here I’m reminded of how air travel itself reflects the growing inequality of society in a trivial, but suggestive, way.

Planes have always had first-class and passenger cabins, at least as far as I know. If the Titanic had this distinction, I’m guessing it was in place from the beginning of commercial aviation.

But for most of my adult life, planes — at least the ones I usually fly on, from one U.S. city to another — looked something like this:

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Just roughing it out here, this means that 7% of the passengers used about 15% of the room, with the other 93% using 85% of the cabin space. Such a plane would have a Gini index of about 8. The Gini index is measure of inequality, a fancy statistical way of representing inequality in the income distribution of a country’s population. For reference, the U.S. Gini is about 48, and the global one is around 65.

Domestic airlines have pretty much moved to a three-tier system now, in which the traditional first-class seating is supplemented by “Economy Plus,” in which you get an extra three or four inches of legroom over the standard “Economy” seats. I, as usual, am crammed into what should really be called “Sardine Class” — where seats now commonly provide a pitch of 31”, a few inches down from what most planes had a decade ago.

In today’s standard U.S. domestic configuration, the 12% of people in first class use about 25% of the passenger space, the 51 people in Economy Plus use another 30%, leaving the sardines — the other 157 people — with 45%. That gives us a Gini index of about 16.

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Transatlantic flights, however, are increasingly taking this in-the-air distinction to new heights. Take, for example, the below United configuration of the Boeing 777. It boasts seats that turn into beds on which one can lie fully horizontal. United calls this new section of bed-seats “BusinessFirst.”

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Unsurprisingly, though, these air-beds take up even more space than a nice comfy first class seat. So if we look again at how the space is distributed, we now have 19% of the people using about 35% of the plane, 27% using another 25%, and the final 52% using the last 40%. The Gini index has now increased to 25.

It’s not often you see such a clear visual representation of our collective acceptance of the right of a small fraction of people to consume a very disproportionate percentage of resources. I wonder how much of the shift is actually driven by increased inequality, as opposed to improved capacity for price discrimination.

And it’s also worth noting that the plane above, while unequal relative to the old-fashioned three-rows-of-first-class-and-the-rest-economy layout, is still nowhere near the inequality of the U.S., or the world.

Elizabeth Popp Berman, PhD is an associate professor of sociology at the University at Albany.  She is the author of Creating the Market University: How Academic Science Became an Economic Engine and regularly blogs at OrgTheory, where this post originally appeared.

Flashback Friday.

While preparing a lecture on sex tourism, I ran across this video about men who have sex with female tourists in the Caribbean:

There’s a lot of interesting stuff going on there, no? I was fascinated by the female hotel owner who talks about the men “preying” on the female tourists, clearly placing the power in the hands the men who, she argues, use the female tourists for money but don’t really care about them. I tried to imagine someone talking similarly about female sex workers “preying” on foreign men’s need for affection and attention.

This might make for a great discussion about perceptions of sexual agency: how do gendered sexual norms, economic differences, and the different races and nationalities of the individuals involved affect how we think of their interactions and who we see as the victim?

In her chapter on sex tourism in Race, Ethnicity, and Sexuality), sociologist Joane Nagel discusses the role of racialized sexualities in making some groups attractive tourists looking for an ethnosexual adventure. In the Caribbean, dark-skinned men with dreads are particularly attractive to some female tourists because of stereotypes of Black men as extremely sexual and masculine, which plays into fantasies of being swept away by a strong, skilled lover. At the same time, White Western women may represent the possibility of a better life (through continued gifts of money even after the vacation is over) and sexualized adventures to the men they sleep with while on vacation. Nagel argues that these encounters generally reinforce, rather than challenge, existing racial and gender inequalities, since they play on stereotypes of sexualized Others as animalistic, primitive, and, in the case of men, as super-masculine (and super-endowed).

Then again, Nagel also questions whether any relationship between tourists and “local” men should count as sex work. The individuals involved don’t necessarily think of their interactions in those terms. And who is to decide if a particular situation is “sex tourism” as opposed to a “real” relationship? How does that assumption invalidate the possibility that Black men and White women might have real, meaningful relationships? Or primarily sexual relationships, but with both partners respecting the other?

Originally posted in 2009.

Gwen Sharp is an associate professor of sociology at Nevada State College. You can follow her on Twitter at @gwensharpnv.