How we describe inequality is significant because it impacts our view of who causes it and how society should address it. Photo via Getty Images

Look closely at any news article about inequality and you will quickly notice that there is more than one way to describe what is happening.

For example:

“In 2022, men earned $1.18 for every dollar women earned.”

“In 2022, women earned 82 cents for every dollar men earned.”

“In 2022, the gender wage gap was 18 cents per dollar.”

When pointing out differences in access to resources and opportunities among groups of people, we tend to use three types of language:

  1. Advantaged — Describes an issue in terms of advantages the more dominant group enjoys.
  2. Disadvantaged — Describes an issue in terms of disadvantages the less dominant group experiences.
  3. Neutrality — Stays general enough to avoid direct comparisons between groups of people.

The difference between these three lenses, referred to as “frames” in academic literature, may be subtle. We may miss it completely when skimming a news article or listening to a friend share an opinion. But frames are more significant than we may realize.

“Frames of inequality matter because they shape our view of what is wrong and what should be fixed,” says Rice Business Professor Sora Jun.

Jun led a research team that conducted multiple studies to understand which of the three frames people typically use to describe social and economic inequality. In total, they analyzed more than 19,000 mainstream media articles and surveyed more than 600 U.S.-based participants.

In Chronic frames of social inequality: How mainstream media frame race, gender, and wealth inequality, the team published two major findings.

First, people tend to describe gender and racial inequality using the language of disadvantage. For example, “The data showed that officers pulled over Black drivers at a rate far out of proportion to their share of the driving-age population.”

Jun’s team encountered the same rhetorical tendency with gender inequality. In most cases, people describe instances of gender inequality (e.g., the gender pay gap) in terms of a disadvantage for women. We are far more likely to use the statement “Women earned 82 cents for every dollar men earned” than “Men earned $1.18 cents for every dollar women earned.”

"We expected that people would use the disadvantage framework to describe racial and gender inequalities, and it turned out to be true,” says Jun. “We think that the reason for this stems from how legitimate we perceive different hierarchies to be.” Because demographic categories like gender and race are unrelated to talent or effort, most people find it unfair that resources are distributed unevenly along these lines.

On the other hand, Jun expected people to describe wealth inequality in terms of advantage rather than disadvantage. The public typically considers this form of inequality to be more fair than racial or gender inequality. “In the U.S., there is still a widespread belief in economic mobility — that if you work hard enough, you can change the socioeconomic group you are in,” she says.

But in their second major finding, she and fellow researchers discovered that the most common frame used to describe wealth inequality was no frame at all. We find this neutrality in statements like “Disparities in education, health care and social services remain stark.”

Jun is not sure why people take a neutral approach more frequently when describing wealth inequality (speaking specifically of economic classes outside of gender and race). She suspects it has something to do with the fact that we view wealth as a fluid and continuous spectrum.

The merits of the three frames are up for debate. Using the frame of disadvantage might seem to portray issues more sympathetically, but some scholars point to potential downsides. The language of disadvantage installs the dominant group as the measuring stick for everyone else. It may also put the onus of change on the disadvantaged group while making the problem seem less relevant to the dominant group.

“When we speak about the gender gap in terms of disadvantage, and helping women earn more compared to men, we automatically assume that men are making the correct amount,” says Jun. “But maybe we should be looking at both sides of the equation.”

On the other hand, Jun cautions against using a one-size-fits-all approach to describing inequality. “We have to be careful not to jump to an easy conclusion, because the causes of inequality are so vast,” she says.

For example, men tend to interrupt conversations in team meetings at higher rates than women. “Should we frame this behavior in terms of advantage or disadvantage, which naturally leads us to prompt men to interrupt less and women to interrupt more?” asks Jun. “We really don’t know until we understand the ideal number of interruptions and why this deviation is happening. Ultimately, how we talk about inequality depends on what we want to accomplish. I hope that through this research, people will think more carefully about how they describe inequality so that they capture the full story before they act.”

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This article originally ran on Rice Business Wisdom and was based on research from Sora Jun, Rosalind M. Chow, A. Maurits van der Veen and Erik Bleich.

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This Houston airport saw sharp passenger decline in 2025, study shows

Travel Talk

A new global airport travel study has revealed passenger traffic at Houston's William P. Hobby Airport (HOU) sharply decreased from 2024 to 2025.

The analysis from travel magazine LocalsInsider examined recently released data from the Bureau of Transportation Statistics (BTS), the U.S. International Trade Association, and a nationwide survey to determine the following American traveler habits: The most popular U.S. and international destinations, emerging hotspots, and destinations on the decline. The study covered passenger travel trends from January through July 2025.

In the report's ranking of the 40 U.S. airports with the sharpest declines in passenger traffic, HOU ranked 13th on the list.

About 4.26 million arrivals were reported at HOU from January through July 2024, compared to about 3.96 million during the same seven-month period in 2025. According to the data, that's a significant 7.1 percent drop in passenger traffic year-over-year, or a loss of 300,974 passengers.

"As travelers chase new hotspots, some destinations are seeing reduced passenger traffic whether due to rising costs, shifting airline schedules, or evolving traveler preferences, some destinations are seeing a decrease in visitors," the report's author wrote.

It appears most major Texas airports had drops in passenger traffic from 2024 to 2025. Dallas Love Field Airport (DAL) saw the worst in the state, with a dramatic 7.4 percent dip in arrivals. DAL also ranked 11th on the list of U.S. airports with the steepest declines in passenger traffic.

More than 5.13 million arrivals were reported at DAL from January through July 2024, compared to over 4.75 million during the same seven-month period in 2025.

This is how passenger traffic has fallen at other major Texas airports from 2024 to 2025:

Austin-Bergstrom International Airport (AUS):

  • 6,107,597 – Passenger arrivals from January to July 2024
  • 5,828,396 – Passenger arrivals from January to July 2025
  • -4.6 percent – Year-over-year passenger change
Dallas/Fort Worth International Airport (DFW):
  • 23,830,017 – Passenger arrivals from January to July 2024
  • 23,251,302 – Passenger arrivals from January to July 2025
  • -2.4 percent – Year-over-year passenger change

San Antonio International Airport (SAT):

  • 2,937,870 – Passenger arrivals from January to July 2024
  • 2,836,774 – Passenger arrivals from January to July 2025
  • -3.4 percent – Year-over-year passenger change
El Paso International Airport (ELP):
  • 1,094,431 – Passenger arrivals from January to July 2024
  • 1,076,845 – Passenger arrivals from January to July 2025
  • -1.6 percent – Year-over-year passenger change
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This story originally appeared on CultureMap.com.

NASA names new chief astronaut based in Houston

new hire

NASA has a new chief astronaut. Scott Tingle, stationed at the space agency’s Johnson Space Center in Houston, assumed the post Nov. 10.

Tingle succeeds NASA astronaut Joe Acaba, who had been chief astronaut since February 2023. Acaba now works on the staff of the Johnson Space Center’s director.

As chief astronaut, Tingle runs NASA’s Astronaut Office. His job includes developing astronauts’ flight crew operations and assigning crews for space missions, such as Artemis missions to the moon.

Tingle, a former captain in the Navy, was named a NASA astronaut candidate in 2009. He has logged over 4,500 flight hours in more than 50 aircraft.

Tingle was a flight engineer aboard the International Space Station, where he spent 168 days in orbit during two expeditions that launched in December 2017. Since returning to Earth, he has held various roles in the Astronaut Office, including mission support, technical leadership and crew readiness.

Before joining NASA, Tingle worked in El Segundo, California, on the technical staff of The Aerospace Corp., a nonprofit that supports U.S. space programs.

Tingle recalls expressing his desire to be an astronaut when he was 10 years old. It took him four tries to be accepted by NASA as an astronaut candidate.

“The first time I figured it was kind of too early. The second application, they sent out some feelers, and that was about it. Put in my third application, and got a couple of calls, but it didn’t quite happen,” Tingle said in an article published on the website of Purdue University, his alma mater.

ExxonMobil officially pauses plans for $7B Baytown hydrogen plant

Change of Plans

As anticipated, Spring-based oil and gas giant ExxonMobil has officially paused plans to build a low-hydrogen plant in Baytown, Chairman and CEO Darren Woods told Reuters in late November.

“The suspension of the project, which had already experienced delays, reflects a wider slowdown in efforts by traditional oil and gas firms to transition to cleaner energy sources as many of the initiatives struggle to turn a profit,” Reuters reported.

Woods signaled during ExxonMobil’s second-quarter earnings call that the company was weighing whether it would move forward with the proposed $7 billion plant.

The Biden-era Inflation Reduction Act created a new 10-year incentive, the 45V tax credit, for production of clean hydrogen. But under President Trump’s "One Big Beautiful Bill Act," the window for starting construction of low-carbon hydrogen projects that qualify for the tax credit has narrowed. The Inflation Reduction Act mandated that construction start by 2033. But the Big Beautiful Bill switched the construction start time to early 2028.

“While our project can meet this timeline, we’re concerned about the development of a broader market, which is critical to transition from government incentives,” ExxonMobil Chairman and CEO Darren Woods said during the company’s second-quarter earnings call.

Woods had said ExxonMobil was figuring out whether a combination of the 45Q tax credit for carbon capture projects and the revised 45V tax credit would enable a broader market for low-carbon hydrogen.

“If we can’t see an eventual path to a market-driven business, we won’t move forward with the [Baytown] project,” Woods said.

“We knew that helping to establish a brand-new product and a brand-new market initially driven by government policy would not be easy or advance in a straight line,” he added.

ExxonMobil announced in 2022 that it would build the low-carbon hydrogen plant at its refining and petrochemical complex in Baytown. The company has said the plant is slated to go online in 2027 and 2028.

ExxonMobil had said the Baytown plant would produce up to 1 billion cubic feet of hydrogen per day made from natural gas, and capture and store more than 98 percent of the associated carbon dioxide. The plant would have been capable of storing as much as 10 million metric tons of CO2 per year.

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This article originally appeared on EnergyCapitalHTX.com; it was updated to include new information about the plant in December 2025.