So many religious facts have a very long half-life for their relevance.  Say you learn about how the four Gospels differ — that’s still relevant for understanding Christian divisions or Christian theology today.  Reading about the Reformation?  The chance of that still being relevant is much higher than if you were reading about purely secular divisions in internal German or Swiss politics in those same centuries.

Jews, Buddhists, Hindus, Sikhs, or Muslims?  Facts from many centuries ago still might matter.  And the odds are that people a few centuries from now still ought to read about the origins of Mormonism.

In few other areas do past facts stand such a high chance of remaining relevant for so long.

As an empirical matter, “rationalists” tend not to read so much about religion, but that is precisely the unreasonable thing to do.

If you’d like to see a potential counter, here is some poll evidence that many people don’t care so much about the divisions of the Reformation any more.  It still matters a great deal whether you are in Catholic, Protestant, Orthodox, or “mixed” Europe.

I am indebted to a conversation with Bryan Caplan for the main point, though he is not liable for my formulation.

Try on these propositions for size:

1. Intangible-rich businesses are harder to fund with debt, because the lenders cannot take home much in the way of physical assets.

2. Intangible assets, because of their potentially scalable nature, can produce the kind of “home run” successes that VC investors look for.

3. Given that intangible investments are relatively uncertain, the idea of successive funding “rounds,” with successive evaluations at each stage, makes more sense in those cases, and that too matches the VC model.

4. Companies with lots of intangible assets try to take over markets that are “contested,” but note that leading VC firms behind these investments are heavily invested in the entire ecosystem.

5. If a good VC company is plugged into the right social networks, and investing in a highly productive ecosytem, it can reap high returns year after year, and from a relatively “within-sector” diversified position.  The VC companies can outperform the broader market, even if the VC leaders themselves would not be superior “stock pickers” in a mutual fund context.  That said, the VC leaders may not be well diversified across sectors, and so a systemic tech bust can hurt them.

6. Not everyone can build those social networks with equal facility, so VC advantages can endure for considerable periods of time for the leading firms.  It is the ability to “position socially and manage contestedness and spillovers and maintain the flow of good deals” that is so hard to scale up.

That is all from the forthcoming Capitalism Without Capital: The Rise of the Intangible Economy, by Jonathan Haskel and Stian Westlake.  Their discussion of venture capital offers further points of interest, including a discussion of why it is so hard to replicate VC environments in other settings.  Here is my previous post on the book.

Monday assorted links

by on September 4, 2017 at 12:37 pm in Uncategorized | Permalink

Our findings indicate that premiums as a percentage of coverage purchased are regressive: premium shares are larger than income shares for lower-income zip codes. Payouts, however, also as a percentage of coverage purchased, are progressive, meaning lower-income zip codes receive a larger portion of claims paid. Overall net premiums (premiums – payouts) divided by coverage are also regressive.

That is from a recent paper by Bin, Bishop, and Kousky, via the excellent Kevin Lewis.  Here is Politico on the fight to thwart flood insurance reform.

I’ve been reading the forthcoming Capitalism Without Capital: The Rise of the Intangible Economy, by Jonathan Haskel and Stian Westlake, which is one of this year’s most important and stimulating economic reads (I can’t say it is Freakonomics-style fun, but it is well-written relative to the nature of its subject matter.)

The book offers many valuable theoretical points and also observations about data.  And note that intangible capital used to be below 30 percent of the S&P 500 in the 70s, now it is about 84 percent.  That’s a big increase, and yet the topic just isn’t discussed that much (I cover it a bit in The Complacent Class, as a possible source of increase in business risk-aversion).

Here is one option Haskel and Westlake lay out, though I am not sure to what extent they are endorsing it, as opposed to merely presenting it:

1. More intangible capital means greater spillovers across firms.  Consider Apple inventing the iPhone, and many other companies free-riding upon the original R&D.  Of course Apple itself was free-riding upon earlier attempts to build smartphones and tablets.

2. In essence, free-riding companies receive more intangible assets, a kind of free lunch on the side of what otherwise would be expenditures on fixed costs.  But receiving these intangible benefits itself requires a kind of scale, so they are not available to each and every potential entrant.

3. Corporate profits go up for some of the winners, but monopoly has not risen in the traditional sense.  In fact, more companies are competing for the smart phone market.

4. Eventually those profits will fall, as for instance iPhone imitators will force Apple to lower prices for its devices.  But that long-run can be quite far away, and as you probably know after ten years iPhone prices have pretty much held firm.

5. Now how big a productivity gain comes from those cross-firm externalities?  It might depend on how many other firms are sufficiently well-scaled to receive the intangible external benefits from the first-mover innovators (this part of the argument in particular I am not sure I find in the book).

6. The so-called “superstar” firms are those that scale up to capture intangible externalities from many other sources, not just one or two.  That includes Google and Facebook, but most firms don’t have the talent or cash pile to make that leap.  Therefore these gains remain concentrated, income inequality goes up, both in general, and across business firms, as indeed we observe in the data.  Since entry into “holding a position to capture a broad swathe of intangible externalities” to tough to accomplish, this state of affairs can persist for some while.  Yet, still, in no particular market are mark-ups over marginal cost worse, nor are monopoly problems worse from the point of view of consumers.  Profits of the superstar firms are much higher.  Arguably that is a pretty decent description of the American economy today.

7. You can think of these conditions, collectively, as arranging a big transfer to some leading businesses, yet without distorting too many other margins.

Now, I’ve put that all into my language and framing, rather than theirs.  In any case, I suspect that many of the recent puzzles about mark-ups and monopoly power are in some way tied to the nature of intangible capital, and the rising value of intangible capital.

The one-sentence summary of my takeaway might be: Cross-business technology externalities help explain the mark-up, market power, and profitability puzzles.

You should all pre-order and then read this book, due out in late November.  I thank PUP for the review copy.

You need to look at ticket prices inclusive of fees, not just fares. Those have continued the long run trend of falling in inflation-adjusted terms, although not every year.

Airline products across carriers have become less variable/more standardized. Price is only one element of competition. There are significant barriers to entry in the airline industry, not least of which is the prohibition on foreign ownership of US airlines. However that is hardly the only one.

The major reason Alaska Airlines purchased Virgin America was access to gates and in some cases slots at major congested airports. You not only have government-owned airports entering long-term leases with incumbent airlines, you frequently have capture of the bureaucrats running those airports by their major incumbent airline tenants. And where you have multiple airports in a metropolitan area, they’re frequently jointly run by the same bureaucracy rather than competing.

Airlines are highly profitable, though not nearly as profitable as two years ago, the biggest delta has been fuel cost tied to the price of oil. Consolidation allowed airlines to capture much of the gains of lower fuel prices for a period of time, but the smaller number of carriers returned to expansion and competition on the basis of price competing away some of those savings-driven prices.

All that said the only monopoly air routes in the US are the ones no one wants to fly and that require government subsidies in order to entice carriers into the market. Which isn’t to say that consumers wouldn’t benefit from more competition than we have today.

That is from Air Genius Gary Leff.

Sunday assorted links

by on September 3, 2017 at 12:53 pm in Uncategorized | Permalink

1. Should Silicon Valley billionaires love Henry George?

2. Brian Eno, Stewart Brand, and Kevin Kelly list books for preserving/restoring civilization.

3. “At KPRO, a new KFC restaurant that serves salads, paninis and fresh juice instead of deep-fried chicken in Alibaba’s home base of Hangzhou, customers can authenticate their payments by having their faces scanned.”  Link here.

4. Movies are doing terribly, TV is doing fine.

5. There are several internet articles about a new Raghuram Rajan book this week (in which country?), but neither Amazon US nor UK seems to know about it.

6. A janitor at Kodak vs. a janitor at Apple (NYT), recommended.  And here is an observation from Michael Mandel.

Big Data Surveillance

by on September 3, 2017 at 10:55 am in Law | Permalink

Newly minted sociologist Sarah Brayne spent two and a half years studying the LAPD as it shifted from traditional methods to what she calls big data surveillance.

This article examines the intersection of two structural developments: the growth of surveillance and the rise of “big data.” Drawing on observations and interviews conducted within the Los Angeles Police Department, I offer an empirical account of how the adoption of big data analytics does—and does not—transform police surveillance practices. I argue that the adoption of big data analytics facilitates amplifications of prior surveillance practices and fundamental transformations in surveillance activities. First, discretionary assessments of risk are supplemented and quantified using risk scores. Second, data are used for predictive, rather than reactive or explanatory, purposes. Third, the proliferation of automatic alert systems makes it possible to systematically surveil an unprecedentedly large number of people. Fourth, the threshold for inclusion in law enforcement databases is lower, now including individuals who have not had direct police contact. Fifth, previously separate data systems are merged, facilitating the spread of surveillance into a wide range of institutions. Based on these findings, I develop a theoretical model of big data surveillance that can be applied to institutional domains beyond the criminal justice system. Finally, I highlight the social consequences of big data surveillance for law and social inequality.

Here’s one bit, not far from what one would see on CSI:

For example, after a series of copper wire thefts in the city, the police found the car involved by drawing a radius in Palantir
around the three places the wire was stolen from, setting up time bounds around the time they knew the thefts occurred at each site, and
querying the system for any license plates captured by ALPRs in all three locations during those time periods.

And another:

I encountered several other examples of
law enforcement using external data originally
collected for non–criminal justice purposes,
including data from repossession and collections
agencies; social media, foreclosure, and
electronic toll pass data; and address and
usage information from utility bills. Respondents
also indicated they were working on
integrating hospital, pay parking lot, and
university camera feeds; rebate data such as
address information from contact lens rebates;
and call data from pizza chains, including
names, addresses, and phone numbers from
Papa Johns and Pizza Hut. In some instances,
it is simply easier for law enforcement to purchase
privately collected data than to rely on
in-house data because there are fewer constitutional
protections, reporting requirements,
and appellate checks on private sector surveillance
and data collection (Pasquale 2014).
Moreover, respondents explained, privately
collected data is sometimes more up-to-date.

Hat tip: Kevin Lewis.

…We also find evidence supporting short-term adaptation effects prior to a hurricane landfall. Our results show that the 67 percent improvement in hurricane forecasts over the past 60 years is associated with damages being 16-63 percent lower than they otherwise would have been. Accounting for outlying observations narrows this range to 16-24 percent.

That is from an Oxford working paper by Andrew Martinez.

Here is the amazing fact: today, 16 of France’s 20 largest cities are located on or near a Roman town, while only 2 of Britain’s 20 largest are. This difference existed even back in the Middle Ages. So who cares? Well, Britain’s cities in the middle ages are two and a half times more likely to have coastal access than France’s cities, so that in 1700, when sea trade was hugely important, 56% of urban French lived in towns with sea access while 87% of urban Brits did. This is even though, in both countries, cities with sea access grew faster and huge sums of money were put into building artificial canals. Even at a very local level, the France/Britain distinction holds: when Roman cities were within 25km of the ocean or a navigable river, they tended not to move in France, while in Britain they tended to reappear nearer to the water. The fundamental factor for the shift in both places was that developments in shipbuilding in the early middle ages made the sea much more suitable for trade and military transport than the famous Roman Roads which previously played that role.

These days, the French model is looking somewhat better, as Toulouse has held its ground more readily than has Liverpool.

That is from A Fine Theorem, discussing a recent paper by Guy Michaels and Ferdinand Rauch.

And then, [James] Buchanan offers a brief comment on his views on education and school vouchers. Critically, he voices reservations about the introduction of vouchers. Why? Because, as he writes, he is concerned “somehow, to avoid the evils of race-class-cultural segregation that an unregulated voucher scheme might introduce.” Buchanan then goes on to express support for introducing competition in the provision of education, but notes that this should be done in a way that serves “at the same time, to secure the potential benefits of commonly shared experiences, including exposure to other races, classes, and cultures.” In short, though brief, Buchanan’s letter eloquently expresses a vision of education that champions the value of diversity, explicitly condemns “the evils of race-class-cultural segregation,” and notes his reservations about school vouchers if they threaten these values.

That is from Georg Vanberg, and this is fully consistent with the twenty or so years I had of frank conversations with the man.  Here is the letter itself (pdf).

Saturday assorted links

by on September 2, 2017 at 1:15 pm in Uncategorized | Permalink

The formal title of this important paper is “The Wind of Change: Maritime Technology , Trade , and Economic Development.”  One of the major findings is that if you consider 1850-1905, using conservative estimates, the introduction of the faster and more reliable steam ships was responsible for least half of the world trade boom during those years.

That was just published in the AER by Luigi Pascali.  Here is the abstract:

The 1870–1913 period marked the birth of the first era of trade globalization. How did this tremendous increase in trade affect economic development? This work isolates a causality channel by exploiting the fact that the introduction of the steamship in the shipping industry produced an asymmetric change in trade distances among countries. Before this invention, trade routes depended on wind patterns. The steamship reduced shipping costs and time in a disproportionate manner across countries and trade routes. Using this source of variation and novel data on shipping, trade, and development, I find that (i) the adoption of the steamship had a major impact on patterns of trade worldwide; (ii) only a small number of countries, characterized by more inclusive institutions, benefited from trade integration; and (iii) globalization was the major driver of the economic divergence between the rich and the poor portions of the world in the years 1850–1900.

Here are ungated copies.

I frequently see airlines cited as an example where the American economy is obviously more monopolistic.  By some metrics, yes, but what about the final deal?:

For more than three years, the average one-way fare between Detroit and Philadelphia never dipped below $308, and sometimes moved higher, topping $385 at one point.

But then, early in 2016, fares suddenly started to fall, according to data from the Bureau of Transportation Statistics. By the end of the year, the average one-way ticket between the two cities stood at just $183.

What changed? The primary factor was Spirit Airlines [a budget carrier].

…Even as a wave of mergers has cut the number of major carriers to four and significantly reduced competition, lower-cost airlines continue to play a role in moderating ticket costs.

…The cost of a round-trip domestic ticket averaged more than $490 in the first half of the year, up slightly compared with 2016, according to Airlines Reporting Corporation, a company that settles flight transactions between a number of carriers and booking services like Expedia.

The jostling, however, has left airline investors skittish. As the publicly traded airlines in July reported earnings for the second quarter, shareholders sold off their shares, worried about the fight over fares and capacity increases.

That is from Micah Maidenberg at the NYT.  In other words, the market still has a fair amount of contestability.

Or consider some more aggregated data.  As for output restrictions, here is the DOT series on aggregate miles flown.  No doubt, there are problems around the time of 9/11 and also the Great Recession, with 2008-2012 being a period of slight quantity contraction.  But in 1985 there were 275,864 [million] total miles flown, in 2006 it was 588,471, and 641, 905 in 2015.  I’ll ask again: if there is so much extra monopoly, where are the output restrictions?

Or look at the price index.  Overall prices are down considerably since 2008, and from about 2000 to 2016 they run from about 250 (eyeballing) to about 270, noting 1998-2010 saw a huge run-up in oil prices.  Since 2005, the U.S. went from having nine major airlines to four.

Maybe you’re upset about quality, but baggage lost each year — one of the easier quality variables to measure — is going down steadily.

Is this perfect competition?  No, of course not.  Is this ideal performance?  No.  Will looking at concentration ratios help you understand the industry very well?  Even more no.  And this is one of the worst cases of changing concentration ratios I can find.  Tomorrow, shall we do booksellers?  Or do I not even need to bother?

Friday assorted links

by on September 1, 2017 at 12:07 pm in Uncategorized | Permalink

1. Entertainment spending is up, and food stamp expenditures are down, both bullish indicators.

2. Where do all those books come from in restaurant libraries?

3. In the Philippines, in response to typhoons, they lower wages and hours but not employment.  A different implicit contract perhaps?

4. Why Major League Baseball dirt comes from Slippery Rock, Pennsylvania.

5. Nissan protects its newly manufactured cars with (noisy) hail cannons.

6. “”This was not the first translation of “Moby-Dick” in Macedonian. There was one edition published in the 1980s, translated from Serbo-Croatian, which did not produce a lasting impact.

The main problem of translating a book from 1851 about sailing and whaling was that the Macedonian language lacked maritime terminology. Most of the ethnic Macedonian population had been landlocked during the last centuries, having little contact with the sea in general and sailing in particular. In order to overcome this, Čemerski had to re-construct the vocabulary by first discovering the origins of the English terms, and then trace their equivalents in Macedonian or other Slavic languages.”  Link here.