The purpose of this exercise is to get you to write a report about an interesting economic subject. The report is written for an audience of non-economists, yet intelligent and educated individuals. Think of the report as an NY Timesâ article about rocket science that you read and found interesting. Obviously, you are not a rocket scientist, but I bet you were still able to make sense of it. Therefore, your objective will be to write a similar report about the labor income share in the US. Technically, you could write about the labor share for a country of your choice, but you will be on your own in terms of finding the data to construct the labor income share for that country.
Instructions:
I have posted an excel sheet on your Moodle page. The excel sheet contains data for several variables that you will need to compute the labor share: Sheet 1 contains the data, and sheet 2 has the description of the data. I have also posted two articles: one by Gomme and Rupert (2004) and the other by Krueger (1999). In these articles, the authors discuss how one might compute the labor income share. You should read the articles, then using the approaches suggested by the authors, compute the labor income share for the period. After you construct the labor income share using both approaches, plot them on the same figure, and then discuss what you observe in your report. Your report should contain the following: How did you compute the labor share? What kind of problems complicate the computation of the labor income share? Does the labor income share, computed through both approaches, appear to display any specific tendency such as an increase or a decrease? If so, why should we care if the labor share increases or decreases? What could be the reasons behind the increase or decrease? Feel free to refer to articles from well-established newspapers like the Wall street journal, the New York Times, and The Economists, just to name a few. However, Wikipedia, or an article written by âProf. I can write whatever and post it on the internetâ would not be a reliable source.
The report should be no longer than two pages. There is no restriction on the font size, 11 or 12 font size should be fine, but no more than that. There are many articles on your Moodle page, so feel free to use any of them as references.
Sample Solution
The Olympic Games in 2012 can “leave a heritage of open vehicle and offices for incapacitated sportsmen and ladies, however for individuals with an inability in general.”[1] Phil Lane, British Paralympic Association Chief Executive Chapter by chapter guide (Jump to) 1. Presentation 2. Strategy 3. Assessment 3.1. Enactment 3.1.1. DDA 1995 3.1.1.1. Which means of Disability 3.1.1.2. Which means of Discrimination 3.1.1.3. Positive Duty under the DDA 2005 3.1.1.4. Taxicabs and Private Hire Vehicles 3.1.1.5. Rail Vehicles 3.1.1.6. Open Transport Vehicles 3.1.1.7. Flying machine and Ships 3.1.1.8. DDA 1995: Comparison to other Anti-Discrimination Legislation 3.1.1.9. Reactions 3.2. Case Law 3.3. Partner Commentary 3.4. Overview Results 4. Suggestions 5. End 5. Supplement “A” 6. Book reference 1. Presentation The Labor government under Tony Blair has set out a driven motivation for handling inability segregation crosswise over society. Some portion of this motivation has included alterations to the Disability Discrimination Act 1995 (DDA 1995)[2] so as to guarantee that the exercises of the initial ten years of the Act having been in power are considered. The DDA 1995 sets out, alongside the guidelines and requests made under the Act, the administrative structure the expectation of which is to guarantee that crippled individuals all through the nation approach indistinguishable open doors from people in general on the loose. With London having been granted the Olympic Games in 2012, the capacity of this authoritative system to compel through change, both on an utilitarian level, and on a social one, will be put under serious scrutiny. The motivation behind this report is to inspect and fundamentally evaluate, inside the setting of vehicle in London and carrier administrators, regardless of whether this authoritative structure is adequate to address the issues of crippled individuals coming up to the Olympic Games and past. 2. Technique So as to survey the preparation of London to address the issues of debilitated voyagers during the Olympic Games and past inside the bounds of an exploration paper it is important to unmistakably characterize the extent of the expected research. For this situation, the extent of the examination is restricted to move in London, which incorporates taxis, trains, open specialist vehicles, transports, the underground, air ship and, to a lesser degree, availability to the structures from which those vehicle vehicles leave from and touch base to. With the goal for it to be presumed that London will be prepared to address the issues of handicapped voyagers by 2012, it should be appeared, that the current authoritative structure is adequate; that where there are ambiguities inside the enactment, the Courts have been eager to give valuable direction to ship suppliers and impaired explorers for the most part; that the way of life inside the open vehicle industry has changed with administrators and representatives now mindful of their commitments under the enactment; that there are sufficient punishments set up to dishearten those that neglect to agree; lastly, that these recently referenced elements will all cooperate to furnish debilitated voyagers with a coordinated methods for getting around London by 2012. So as to explore these issues, it was important to look in detail at the arrangements of the Disability Discrimination Act 1995 (DDA 1995), how the Act has been corrected in the course of recent years, and specifically by the Disability Discrimination Act 2005 (DDA 2005), the different guidelines and requests made under the DDA 1995 relating to open vehicle, cases chose managing the DDA 1995 and different critique accessible from both open vehicle specialist co-ops, impaired voyagers and different partners. A review of both rail and carrier representatives was likewise embraced so as to measure the degree of comprehension of the arrangements of what is an entangled and frequently confused bit of enactment. The aftereffects of that overview are set out in Appendix An and examined inside the body of this report. 3. Assessment 3.1 Legislation One of the fundamental points of this report is to set up whether the revisions made to the DDA 1995 by the DDA 2005 have helped with making the DDA 1995 increasingly open or whether it stays, as confirmed by Lord Justice Mummery, “without uncertainty an uncommonly intricate bit of enactment which suggests novel conversation starters of interpretation.”[3] 3.1.1 DDA 1995 The essential bit of enactment managing oppression crippled individuals utilizing open vehicle is the DDA 1995 which has been corrected by the DDA 2005. The DDA 2005 got illustrious consent on the seventh April 2005. Its fundamental object was to offer impact to the entries made by different gatherings identifying with the activity of the DDA 1995 over the previous ten years by accommodating certain significant corrections in connection to that enactment. The DDA 2005 makes a few considerable corrections to the DDA 1995. Those that apply to open vehicle are set out in Sections 5 to 9. Area 5 embeds another Section 21ZA into the DDA 1995 and replaces the current rejection of vehicle administrations from Sections 19 to 21 of the DDA 1995 with a progressively exact prohibition which identifies with just those vehicle administrations which comprise of vehicle arrangement and use. Segment 21ZA(1)(b) bars separation which identifies with an administration gave, or not gave, while a crippled individual is going in a vehicle. Area 21ZA(2) avoids from the obligation to give changes, transport administrations including giving or utilizing a vehicle. Areas 21ZA(1) and (2) can be disapplied through guidelines made by the Secretary of State under Section 21ZA(3).[4] Area 6 of the DDA 2005 explains the time period for the carrying into power guidelines managing all rail vehicles and the obligation requiring rail administrators to have set up measures taking into account incapacitated individuals to jump on and off controlled rail vehicles in security and without nonsensical trouble and to be conveyed in directed rail vehicles in wellbeing and sensible solace. The Secretary of State is currently required, under the new Section 46(4A) to guarantee that all rail vehicles are controlled under the rail vehicles availability guidelines by first January 2020. Segment 6 additionally expels from the meaning of “rail vehicle” the exception identifying with vehicles previously brought into utilization after 31st December 1998. This implies there is presently no beginning date and the Secretary of State can make guidelines which apply to all rail vehicles and for example, make guidelines which apply to rail vehicles previously brought into administration before 1998 and which are for instance restored. This shuts a potential escape clause in the enactment and enables the Secretary of State to fulfill the time constraint forced by 46(6A).[5] Area 6(3) explains the Secretary of State’s forces to make exception requests identifying with managed rail vehicles by explicitly permitting the creation of exclusion orders which identify with the operational just as the development components of the rail vehicle availability guidelines. Area 6(4) explains the technique to be trailed by the Secretary of State when practicing their watchfulness under Section 67(5A) of the DDA 1995. This method applies to the creation of exclusion arranges and requires the Secretary of State to counsel the Disabled Persons Transport Advisory Committee, and whatever other bodies that might be fitting, and moreover, for such guidelines to be liable to the draft positive system which takes into consideration more noteworthy parliamentary examination. In a similar vein of giving nearer investigation over the creation of exception orders, Section 6(5) of the DDA 2005 additions another segment (67B) which requires a yearly report to be delivered by the Secretary of State itemizing the exclusion orders which have been made and containing subtleties of the meeting procedure undertaken.[6] Segment 7 of the DDA 2005 arrangements with the new idea of rail availability consistence declarations and takes into consideration the Secretary of State to make guidelines delegating free assessors in charge of conceding and upholding the authentications, setting out the systems for the charging of expenses and question goals. The aim of the confirmation plan is to at last disallow controlled rail vehicles working without a substantial consistence declaration. These endorsements will likewise furnish a level of adaptability with Section 47A(4) enabling the authentications to be liable to conditions.[7] Segment 8 of the DDA 2005 replaces the criminal authorizations set out in the DDA 1995 for a rupture of the rail vehicle availability guidelines with a common system permitting the imposing of punishments should an improvement notice and last notice issued by the Secretary of State not be conformed to. It additionally furnishes the Secretary of State with new powers of assessment in cases wherein it is suspected that a directed rail vehicle neglects to fit in with the arrangements of the rail vehicle availability guidelines (Sections 47E and 47F). New areas 47D to 47L arrangement with the inconvenience of punishments on train administrators. Area 47D to 47H arrangement with the sum, due date and recuperation of punishments forced under the Act. In particular, any punishment forced can’t surpass 10% of the administrator’s “turnover”. Segment 47K sets out the strategy to be pursued and the administrator’s entitlement to question. In the event that the administrator isn’t happy with the punishment forced by the Secretary of State, they reserve the privilege to speak to a Court, regardless of whether they have held up an intrigue with the Secretary of State, yet just in light of the fact that either the punishment ought not concern them or that the degree of the punishment is too high.[8] Area 9 considers the acknowledgment in England and Wales of debilitated people’s stopping identifications issued in remote wards. This at that point takes into consideration proportional acknowledgment of UK identifications in other EU countries.[9]>
The Olympic Games in 2012 can “leave a heritage of open vehicle and offices for incapacitated sportsmen and ladies, however for individuals with an inability in general.”[1] Phil Lane, British Paralympic Association Chief Executive Chapter by chapter guide (Jump to) 1. Presentation 2. Strategy 3. Assessment 3.1. Enactment 3.1.1. DDA 1995 3.1.1.1. Which means of Disability 3.1.1.2. Which means of Discrimination 3.1.1.3. Positive Duty under the DDA 2005 3.1.1.4. Taxicabs and Private Hire Vehicles 3.1.1.5. Rail Vehicles 3.1.1.6. Open Transport Vehicles 3.1.1.7. Flying machine and Ships 3.1.1.8. DDA 1995: Comparison to other Anti-Discrimination Legislation 3.1.1.9. Reactions 3.2. Case Law 3.3. Partner Commentary 3.4. Overview Results 4. Suggestions 5. End 5. Supplement “A” 6. Book reference 1. Presentation The Labor government under Tony Blair has set out a driven motivation for handling inability segregation crosswise over society. Some portion of this motivation has included alterations to the Disability Discrimination Act 1995 (DDA 1995)[2] so as to guarantee that the exercises of the initial ten years of the Act having been in power are considered. The DDA 1995 sets out, alongside the guidelines and requests made under the Act, the administrative structure the expectation of which is to guarantee that crippled individuals all through the nation approach indistinguishable open doors from people in general on the loose. With London having been granted the Olympic Games in 2012, the capacity of this authoritative system to compel through change, both on an utilitarian level, and on a social one, will be put under serious scrutiny. The motivation behind this report is to inspect and fundamentally evaluate, inside the setting of vehicle in London and carrier administrators, regardless of whether this authoritative structure is adequate to address the issues of crippled individuals coming up to the Olympic Games and past. 2. Technique So as to survey the preparation of London to address the issues of debilitated voyagers during the Olympic Games and past inside the bounds of an exploration paper it is important to unmistakably characterize the extent of the expected research. For this situation, the extent of the examination is restricted to move in London, which incorporates taxis, trains, open specialist vehicles, transports, the underground, air ship and, to a lesser degree, availability to the structures from which those vehicle vehicles leave from and touch base to. With the goal for it to be presumed that London will be prepared to address the issues of handicapped voyagers by 2012, it should be appeared, that the current authoritative structure is adequate; that where there are ambiguities inside the enactment, the Courts have been eager to give valuable direction to ship suppliers and impaired explorers for the most part; that the way of life inside the open vehicle industry has changed with administrators and representatives now mindful of their commitments under the enactment; that there are sufficient punishments set up to dishearten those that neglect to agree; lastly, that these recently referenced elements will all cooperate to furnish debilitated voyagers with a coordinated methods for getting around London by 2012. So as to explore these issues, it was important to look in detail at the arrangements of the Disability Discrimination Act 1995 (DDA 1995), how the Act has been corrected in the course of recent years, and specifically by the Disability Discrimination Act 2005 (DDA 2005), the different guidelines and requests made under the DDA 1995 relating to open vehicle, cases chose managing the DDA 1995 and different critique accessible from both open vehicle specialist co-ops, impaired voyagers and different partners. A review of both rail and carrier representatives was likewise embraced so as to measure the degree of comprehension of the arrangements of what is an entangled and frequently confused bit of enactment. The aftereffects of that overview are set out in Appendix An and examined inside the body of this report. 3. Assessment 3.1 Legislation One of the fundamental points of this report is to set up whether the revisions made to the DDA 1995 by the DDA 2005 have helped with making the DDA 1995 increasingly open or whether it stays, as confirmed by Lord Justice Mummery, “without uncertainty an uncommonly intricate bit of enactment which suggests novel conversation starters of interpretation.”[3] 3.1.1 DDA 1995 The essential bit of enactment managing oppression crippled individuals utilizing open vehicle is the DDA 1995 which has been corrected by the DDA 2005. The DDA 2005 got illustrious consent on the seventh April 2005. Its fundamental object was to offer impact to the entries made by different gatherings identifying with the activity of the DDA 1995 over the previous ten years by accommodating certain significant corrections in connection to that enactment. The DDA 2005 makes a few considerable corrections to the DDA 1995. Those that apply to open vehicle are set out in Sections 5 to 9. Area 5 embeds another Section 21ZA into the DDA 1995 and replaces the current rejection of vehicle administrations from Sections 19 to 21 of the DDA 1995 with a progressively exact prohibition which identifies with just those vehicle administrations which comprise of vehicle arrangement and use. Segment 21ZA(1)(b) bars separation which identifies with an administration gave, or not gave, while a crippled individual is going in a vehicle. Area 21ZA(2) avoids from the obligation to give changes, transport administrations including giving or utilizing a vehicle. Areas 21ZA(1) and (2) can be disapplied through guidelines made by the Secretary of State under Section 21ZA(3).[4] Area 6 of the DDA 2005 explains the time period for the carrying into power guidelines managing all rail vehicles and the obligation requiring rail administrators to have set up measures taking into account incapacitated individuals to jump on and off controlled rail vehicles in security and without nonsensical trouble and to be conveyed in directed rail vehicles in wellbeing and sensible solace. The Secretary of State is currently required, under the new Section 46(4A) to guarantee that all rail vehicles are controlled under the rail vehicles availability guidelines by first January 2020. Segment 6 additionally expels from the meaning of “rail vehicle” the exception identifying with vehicles previously brought into utilization after 31st December 1998. This implies there is presently no beginning date and the Secretary of State can make guidelines which apply to all rail vehicles and for example, make guidelines which apply to rail vehicles previously brought into administration before 1998 and which are for instance restored. This shuts a potential escape clause in the enactment and enables the Secretary of State to fulfill the time constraint forced by 46(6A).[5] Area 6(3) explains the Secretary of State’s forces to make exception requests identifying with managed rail vehicles by explicitly permitting the creation of exclusion orders which identify with the operational just as the development components of the rail vehicle availability guidelines. Area 6(4) explains the technique to be trailed by the Secretary of State when practicing their watchfulness under Section 67(5A) of the DDA 1995. This method applies to the creation of exclusion arranges and requires the Secretary of State to counsel the Disabled Persons Transport Advisory Committee, and whatever other bodies that might be fitting, and moreover, for such guidelines to be liable to the draft positive system which takes into consideration more noteworthy parliamentary examination. In a similar vein of giving nearer investigation over the creation of exception orders, Section 6(5) of the DDA 2005 additions another segment (67B) which requires a yearly report to be delivered by the Secretary of State itemizing the exclusion orders which have been made and containing subtleties of the meeting procedure undertaken.[6] Segment 7 of the DDA 2005 arrangements with the new idea of rail availability consistence declarations and takes into consideration the Secretary of State to make guidelines delegating free assessors in charge of conceding and upholding the authentications, setting out the systems for the charging of expenses and question goals. The aim of the confirmation plan is to at last disallow controlled rail vehicles working without a substantial consistence declaration. These endorsements will likewise furnish a level of adaptability with Section 47A(4) enabling the authentications to be liable to conditions.[7] Segment 8 of the DDA 2005 replaces the criminal authorizations set out in the DDA 1995 for a rupture of the rail vehicle availability guidelines with a common system permitting the imposing of punishments should an improvement notice and last notice issued by the Secretary of State not be conformed to. It additionally furnishes the Secretary of State with new powers of assessment in cases wherein it is suspected that a directed rail vehicle neglects to fit in with the arrangements of the rail vehicle availability guidelines (Sections 47E and 47F). New areas 47D to 47L arrangement with the inconvenience of punishments on train administrators. Area 47D to 47H arrangement with the sum, due date and recuperation of punishments forced under the Act. In particular, any punishment forced can’t surpass 10% of the administrator’s “turnover”. Segment 47K sets out the strategy to be pursued and the administrator’s entitlement to question. In the event that the administrator isn’t happy with the punishment forced by the Secretary of State, they reserve the privilege to speak to a Court, regardless of whether they have held up an intrigue with the Secretary of State, yet just in light of the fact that either the punishment ought not concern them or that the degree of the punishment is too high.[8] Area 9 considers the acknowledgment in England and Wales of debilitated people’s stopping identifications issued in remote wards. This at that point takes into consideration proportional acknowledgment of UK identifications in other EU countries.[9]>
