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Caryn N. Bell, University of Maryland; Tina K. Sacks, University of California Berkeley; Courtney S. Thomas Tobin, University of California Los Angeles; Roland J. Thorpe, Jr. Johns Hopkins University; 2019-004

A growing body of sociological research has shown that racial identification is not only fluid, but crucially depends on other individual- and societal-level factors. When such factors are also associated with socioeconomic outcomes such as earnings, estimates of the disadvantage experienced by individuals because of how they identify racially obtained from standard regression models may be biased. We illustrate this potential bias using data from a large-scale survey conducted by the Mexican census bureau. This survey is the first by the government agency since the country’s independence to include a question on black identification. We find evidence of a substantial bias in estimates of racial disadvantage. Results from our initial models treating racial self-identification as an exogenous predictor indicate that black men have higher earnings than non-black men. However, when we use an instrumental variables model that treats racial self-identification as endogenous, that is, as a function of the same unobserved characteristics as individuals’ earnings, we find a significant negative effect of black identification on earnings. While previous studies have acknowledged the endogeneity of race, ours is the first to explicitly model racial self-identification as an endogenous predictor to obtain an unbiased estimate of its effect on individuals’ socioeconomic conditions.

This paper examines a training intervention aimed at boosting leadership and communication skills among employees of a large Latin American retailer. The identification exploits an experimental design in the context of a difference-in-difference strategy. Using longitudinal information obtained from the firm and two skills surveys, we document large positive effects of the training on store- and individual- level productivity. The intervention was more effective in boosting leadership than communication skills. Spillovers from trained managers to untrained sales representatives also contribute to the main effects. Our findings confirm the possibility of increasing productivity through training targeting critical soft-skills.

Numerous surveys link interview data to administrative records, conditional on respondent consent, in order to explore new and innovative research questions. Optimizing the linkage consent rate is a critical step toward realizing the scientific advantages of record linkage and minimizing the risk of linkage consent bias. Linkage consent rates have been shown to be particularly sensitive to certain design features, such as where the consent question is placed in the questionnaire and how the question is framed. However, the interaction of these design features and their relative contributions to the linkage consent rate have never been jointly studied, raising the practical question of which design feature (or combination of features) should be prioritized from a consent rate perspective. We address this knowledge gap by reporting the results of a placement and framing experiment embedded within separate telephone and Web surveys. We find a significant interaction between placement and framing of the linkage consent question on the consent rate. The effect of placement was larger than the effect of framing in both surveys, and the effect of framing was only evident in the Web survey when the consent question was placed at the end of the questionnaire. Both design features had negligible impact on linkage consent bias for a series of administrative variables available for consenters and non-consenters. We conclude this research note with guidance on the optimal administration of the linkage consent question.

City police discharged weapons in 2018 more often than any other American city

Flags a squandered 'gender dividend'

The past three decades have seen the advent of major transformations in the Indian economy. The economy has achieved average growth rates of 5–9%, education has risen sharply for both men and women, fertility rates have declined, and infrastructure facilities, particularly access to electricity, cooking gas and piped water, have improved. All these factors are expected to reduce the demand for women’s time spent in domestic chores and increase their opportunities for paid work. Paradoxically, however, the National Sample Surveys document a substantial decline in women’s work participation rates (WPRs), particularly for rural women. Optimistic interpretation of these trends suggests that increasing prosperity accounts for women’s labour force withdrawal. For young women, rising school and college enrolment is incompatible with demands of the workforce. For both young and older women, rising prosperity allows for withdrawal from economic activities to focus on domestic duties. Pessimistic interpretations of these trends suggest that it is absence of suitable jobs rather than women’s withdrawal from the labour force that accounts for declining female work participation. A third explanation focuses on increasing measurement errors in work participation data from the National Sample Surveys. This paper examines these diverse explanations using data from National Sample Surveys and India Human Development Surveys for 2004–2005 and 2011–2012 and finds that: (1) Decline in rural women’s work participation recorded by National Sample Surveys may be overstated; (2) supply factors explain a relatively small proportion of the decline in women’s work participation rates; (3) public policies such as improvement and transportation facilities and MGNREGS that enhance work opportunities for women are associated with increased participation by women in the work force.

The use of active transportation (AT), such as walking, cycling, or even public transit, as a means of transport offers an opportunity to increase youth physical activity and improve health. Despite the well-known benefits of AT, there are environmental and social variables that converge on the AT experiences of low-income youth and youth of color (YOC) that have yet to be fully uncovered. This study uses an intersectional framework, largely focusing on the race-gender-class trinity, to examine youth AT within a context of transportation inequity. Theoretically guided by the Ecological Model of Active Transportation, focus groups were completed with two groups of girls (15 participants) and two groups of boys (nine participants) ranging between the ages of 12–15 years who lived within the Washington D.C. area. This research found race, gender, and class to be inhibitors of AT for both boys and girls, but with more pronounced negative influences on girls.

The use of active transportation (AT), such as walking, cycling, or even public transit, as a means of transport offers an opportunity to increase youth physical activity and improve health. Despite the well-known benefits of AT, there are environmental and social variables that converge on the AT experiences of low-income youth and youth of color (YOC) that have yet to be fully uncovered. This study uses an intersectional framework, largely focusing on the race-gender-class trinity, to examine youth AT within a context of transportation inequity. Theoretically guided by the Ecological Model of Active Transportation, focus groups were completed with two groups of girls (15 participants) and two groups of boys (nine participants) ranging between the ages of 12–15 years who lived within the Washington D.C. area. This research found race, gender, and class to be inhibitors of AT for both boys and girls, but with more pronounced negative influences on girls.

The use of active transportation (AT), such as walking, cycling, or even public transit, as a means of transport offers an opportunity to increase youth physical activity and improve health. Despite the well-known benefits of AT, there are environmental and social variables that converge on the AT experiences of low-income youth and youth of color (YOC) that have yet to be fully uncovered. This study uses an intersectional framework, largely focusing on the race-gender-class trinity, to examine youth AT within a context of transportation inequity. Theoretically guided by the Ecological Model of Active Transportation, focus groups were completed with two groups of girls (15 participants) and two groups of boys (nine participants) ranging between the ages of 12–15 years who lived within the Washington D.C. area. This research found race, gender, and class to be inhibitors of AT for both boys and girls, but with more pronounced negative influences on girls.