travel/tourism

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.

[youtube]https://www.youtube.com/watch?v=qvgL7ICS_g0[/youtube]

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, PhD is a Visiting Scholar at Tulane University. She is the author of American Hookup, a book about college sexual culture; a textbook about gender; and a forthcoming Introduction to Sociology text. You can follow her on Twitter, Facebook, 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:

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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.

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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, PhD is a Visiting Scholar at Tulane University. She is the author of American Hookup, a book about college sexual culture; a textbook about gender; and a forthcoming Introduction to Sociology text. You can follow her on Twitter, Facebook, 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:

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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:

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

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

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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.

Lisa Wade, PhD is a Visiting Scholar at Tulane University. She is the author of American Hookup, a book about college sexual culture; a textbook about gender; and a forthcoming Introduction to Sociology text. You can follow her on Twitter, Facebook, 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.

Prisoners who can maintain ties to people on the outside tend to do better — both while they’re incarcerated and after they’re released. A new Crime and Delinquency article by Joshua Cochran, Daniel Mears, and William Bales, however, shows relatively low rates of visitation.

The study was based on a cohort of prisoners admitted into and released from Florida prisons from November 2000 to April 2002. On average, inmates only received 2.1 visits over the course of their entire incarceration period. Who got visitors? As the figure below shows, prisoners who are younger, white or Latino, and had been incarcerated less frequently tend to have more visits. Community factors also shaped visitation patterns: prisoners who come from high incarceration areas or communities with greater charitable activity also received more visits.  

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There are some pretty big barriers to improving visitation rates, including: (1) distance (most inmates are housed more than 100 miles from home); (2) lack of transportation; (3) costs associated with missed work; and, (4) child care. While these are difficult obstacles to overcome, the authors conclude that corrections systems can take steps to reduce these barriers, such as housing inmates closer to their homes, making facilities and visiting hours more child-friendly, and reaching out to prisoners’ families regarding the importance of visitation, both before and during incarceration.

Cross-posted at Public Criminology.

Chris Uggen is a professor of sociology at the University of Minnesota and the author of  Locked Out: Felon Disenfranchisement and American Democracy, with Jeff Manza. You can follow him at his blog and on twitter.

While the first flight attendants were male and many early airlines had a ban on hiring women, flight attending would eventually become a quintessentially female occupation.  Airline marketers exploited the presence of these female flight attendants.  Based on my reading — especially Phil Tiemeyer‘s Plane Queer and Kathleen Barry’s history of flight attendants’ labor activism — there seem to have been three stages.

First, there was the domestication of the cabin.  As air travel became more comfortable (e.g., pressurized cabins and quieter rides), airlines were looking to increase their customer base.  Female “stewardesses” in the ’40s and ’50s were an opportunity to argue that an airplane was just like a comfortable living room, equally safe for women, children, and men alike.  Marketing at the time presented the flight attendant as if she were a mother or wife:

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Twenty years later, air travel was no longer scary, so airlines switched their tactics. They sexualized their flight attendants in order to appeal to businessmen, who still made up a majority of their customers. Here’s a ten-second Southwest commercial touting the fact that their stewardesses wear “hot pants”:

The intersection of the labor movement and women’s liberation in the ’60s and ’70s inspired women to fight for workplace rights. Flight attendants were among the first female workers to organize on behalf of their occupation and among the most successful to do so.  Their work won both practical and symbolic victories, like the discursive move from “stewardess” to “flight attendant” that transformed women in the occupation from sex objects to workers.  A quick Google Image search shows that the association — stewardess/sex object vs. flight attendant/worker — still applies. Notice that the search for “stewardess” includes more sexualized images, while the one for “flight attendant” shows more images of people actually working.

“Stewardess”:

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“Flight attendant”:Screenshot_2My impression is that today’s marketing tends to feature flight attendants in all three roles — domestic, sex object, worker — echoing each stage of the transformation of the occupation in the public imagination.

Cross-posted at The Huffington Post, Pacific Standard, and Work in Progress.

Lisa Wade, PhD is a Visiting Scholar at Tulane University. She is the author of American Hookup, a book about college sexual culture; a textbook about gender; and a forthcoming Introduction to Sociology text. You can follow her on Twitter, Facebook, and Instagram.

We’re celebrating the end of the year with our most popular posts from 2013, plus a few of our favorites tossed in.  Enjoy!

Flight attendants are not only friendly with their passengers, they’re also often super friendly with each other.  This may be because especially gregarious people go into the profession, but it’s also an adaptation to a surprising structural feature of their job. It turns out that, on any given flight anywhere in the world, most flight attendants are meeting their co-workers for the very first time.

There are about 100,000 flight attendants in the U.S. alone and they get their flights through a process of bidding, one month at a time, one month ahead.  Most really do “see the world,” as the old glamorized image of the intrepid stewardess suggests, instead of working the same route over and over again.  As a result, explains Drew Whitelegg in Working the Skies, they rarely run into the same flight attendant twice.

This means that flight attendants must get to know one another quickly once they get on board.  They need to do so to make food and beverage service efficient, to coordinate their actions in the tight galleys in which they work and, most importantly, so that they will trust one another if they are called upon to do what they are really there for: acting in an emergency, one that could theoretically happen within seconds of take-off.  There’s no time to lose. “[F]rom the moment they board the plane,” writes Whitelegg, “these workers — even if complete strangers — begin constructing bonds.”

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Image credit: National Library of Australia

 

Their instant bonding is facilitated by their shared experiences and their “peculiar identity,” Whitelegg explains — few people understand their job and the airline industry deliberately misportays it — and also by a culture of confession.  The galley has its own rules to which new flight attendants are socialized.  So, even though the workers are always new, the workplace is predictable.  Whitlegg describes how galley conversations during downtime tend to be extremely, sometimes excruciatingly personal.  “The things you hear,” laughs Clare, a flight attendant for Continental, “I could write a book. The things you hear at 30,000 feet.”  It’s the odd combination of a habit of bonding and the anonymity of strangers.

So, if you have the pleasure of taking a flight, spend a few minutes watching the surprising coordination of strangers who seem like old friends, and take a moment to appreciate the amazing way these workers have adapted to their very peculiar position.

Cross-posted at The Huffington Post, Pacific Standard, and Work in Progress.

Lisa Wade, PhD is a Visiting Scholar at Tulane University. She is the author of American Hookup, a book about college sexual culture; a textbook about gender; and a forthcoming Introduction to Sociology text. You can follow her on Twitter, Facebook, and Instagram.