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Tag: business (page 7 of 9)

Gruber on leadership

John Gruber contrasts the leadership styles of Steve Jobs and Steve Ballmer bsaed on recently leaked memos written by each. Good stuff.

American Airlines withdraws from Kayak and SideStep

I was surprised to read this evening that American Airlines has asked Kayak and SideStep to stop displaying their fares. (This follows news that you’ll have to pay JetBlue seven dollars if you want a pillow and blanket to use during your flights.)

This latest move by AA strikes me as utterly baffling. If you haven’t used Kayak, it’s a site that enables you to search many sites at once for airfares, including all of the airline sites, Orbitz, and others. The ticket price comparison feature is nice, but Kayak really excels because its interface is outstanding. So why is AA dropping out?

My guess is that they’re hoping to encourage other airlines to drop out as well, in the end killing price comparison sites like Kayak. Kayak is, among other things, an incredibly valuable tool for people who want to pay as low a fare as possible for a flight. Not only will Kayak show you the cheapest flights on a given set of dates, they also help you figure out when is the best time to buy tickets in order to get a good price.

THe airline pricing model is built around selling tickets to each customer at the highest price possible. They sell tickets cheaply to vacationers who are very price sensitive and buy tickets far in advance. They sell tickets at higher prices to business customers who tend to fly on shorter notice and have less flexibility when it comes to flight times. Sites like Kayak subvert that model, and it seems apparent to me that AA’s real goal is to kill them before they become more popular.

My guess is that AA reverses its policy before Kayak (and its competitors) disappear.

Tom Vanderwell on moral hazard

Paul Kedrosky has a guest post from Tom Vanderwell on moral hazard. Moral hazard describes a situation where parties behave differently because they do not expect to bear the full consequences of their actions. For example, when a guy in a bar acts especially belligerent because he’s got his big, tough friend with him, that’s moral hazard at work.

Free market purists argue that moral hazard distorts the free market, and so firms and investors should not be insulated from risk. In other words, the FDIC should not exist, because then the risk of bank default would force customers to be more informed about the loans their banks make. This would cause banks who make risky loans to lose business, and thus strengthen the banking industry.

Of course, there are reasons why we protect people from the consequences of risk, even if it introduces moral hazard to the equation. Only rarely do only the people taking on unwise risks suffer the consequences when their bets don’t pay off, which leads Vanderwell to this question:

But how can we prevent a total meltdown of the housing and mortgage market (what would happen if Fannie and Freddie actually went under) without absolving some of the participants (for this particular discussion, we’ll limit it to Wall St., the Ratings Agencies, the Mortgage Companies, and the Banks who wrote the loans oh, and the mortgage lenders themselves if they did anything criminal or fraudlent) of at least some of their consequences?

He has some suggestions.

Needless to say, moral hazard is a concept that is of great interest to insurers. Malcolm Gladwell wrote an article in 2005 explaining why moral hazard isn’t really a concern when it comes to health insurance.

Ways the government helps rich people

From Matthew Yglesias:

It seems that a commercial flight pays $2,014 in taxes to fly from New York to Miami, whereas a private jet only pays $236 even though the impact on air traffic control is the same.

Fred Clark on FICO scores

Fred Clark writes about why credit scoring should be more of a political issue:

Lenders and debt merchants are in the same boat as the rest of us. They don’t have access to the extra-constitutional triumvirate’s top-secret proprietary information either. But credit-card banks and mortgage brokers and insurance companies and auto lenders have more time, resources and incentive than consumers do for probing the mysteries of these all-important formulae. They’ve pieced together enough of the puzzle that they’ve gotten quite skilled at manipulating this statistical game to their advantage.

Rugaber notes, for example, that “credit card issuers … have recently cut limits on many cards as financial institutions seek to reduce their credit risks.” Limiting risk is one explanation for this step. An additional explanation is that this step alters borrowers’ “utilization rate,” and the cabalistic scholars of credit scoring at these institutions have determined that higher utilization rates make for lower credit scores, thus providing a quantitative fig-leaf for aggressive increases in fees and interest rates.

Here’s how the scam works. You’ve got a $10,000 limit on a credit card and you’re carrying $2,500 due to a recent dental procedure. The lender, in the name of reducing risk, abruptly reduces the limit on your card to $4,000, announcing this change on page seven of the nano-type in a booklet mailed with your next monthly bill. Now instead of a 25-percent utilization rate, you’ve got a 63-percent utilization rate (they round up, when convenient), lowering your credit score.

That lower credit score means you no longer “qualify” for your previous rate of 9.9 percent and will now be paying 19.1 percent. Oh, and there’s a one-time fee of $35 dollars, conveniently added to your existing balance, for exceeding 50 percent of your available limit.

Update: Oh, and if you’re paying only the minimums on your credit cards, you need to change that.

The wrong tail

Harvard marketing professor Anita Elberse has conducted a study which seems to reveal that customer purchasing behavior with regard to hits is the same online as it is offline. In her Harvard Business Review article, she reports:

For Chris Anderson, the strategic implications of the digital environment seem clear. “The companies that will prosper,” he declares, “will be those that switch out of lowest-common-denominator mode and figure out how to address niches.” But my research indicates otherwise. Although no one disputes the lengthening of the tail (clearly, more obscure products are being made available for purchase every day), the tail is likely to be extremely flat and populated by titles that are mostly a diversion for consumers whose appetite for true blockbusters continues to grow. It is therefore highly disputable that much money can be made in the tail. In sales of both videos and recorded music—in many ways the perfect products to test the long-tail theory—we see that hits are and probably will remain dominant. That is the reality that should inform retailers as they struggle to offer their customers a satisfying assortment cost-efficiently. And it’s the unavoidable challenge to producers. The companies that will prosper are the ones most capable of capitalizing on individual best sellers.

Chris Anderson, the author of the book The Long Tail, responds to the article on his blog. He argues that her different results are due to differing definitions of “head” and “tail”.

Warren Buffett is down on hedge funds

Warren Buffett has placed a $1 million long bet on the following prediction:

Over a ten-year period commencing on January 1, 2008, and ending on December 31, 2017, the S & P 500 will outperform a portfolio of funds of hedge funds, when performance is measured on a basis net of fees, costs and expenses.

Interestingly, the exact terms of the bet are confidential. The challenger is, of course, a hedge fund partnership.

Higher gas prices and air travel

To me, the biggest effect of higher oil prices is the havoc they are wreaking on the airline industry. Andrew Leonard looks at state of things on his blog, but I think there’s a lot more analysis to be done. A friend of mine who spent many years working at American Airlines remarked last week that there is not a commercial aircraft in the air that was built for these fuel prices. When you look at the purchasing cycle (and the research and development cycle) for commercial aircraft, you have to wonder how long it’ll be before more economical planes will even be available, if ever?

Aviation Week is predicting carnage for the industry. Oil prices are raising costs for operators and higher ticket prices are reducing demand. If the airlines don’t plan well, they could be flying half-full planes around the country at the highest costs they’ve ever faced. Here are the raw numbers:

There is a consensus among analysts that the average oil price for 2008 will be $107 per barrel. If that becomes a reality, the airline industry will have to shoulder $40 billion in additional costs per year and end up with a $2.6-billion loss for the period. At the current $130-per-barrel price, airlines will post a deficit of almost $7 billion.

But that figure masks the real extent of the problem, says IATA’s chief economist, Brian Pearce, because most European and Asian airlines are still relatively well protected by their hedging portfolios. The true additional cost burden at $130 per barrel is $99 billion on an annual basis, or a 20% increase in total costs.

I think the full implications of skyrocketing air travel prices are hard to impossible to predict. What’s it mean for business travel? For choosing where you want to live? Will we soon be adjusting to a world where air travel is once again a luxury product?

Blame software

When all else fails, blame a programmer. Credit rating agency Moody’s blames a software error for granting inflated ratings to certain securities. However, as Andrew Leonard points out, it just so happens that Moody’s rival Standard & Poors rated the same securities identically. I guess it’s easier to blame the software than it is to admit you were cooking the books to help out your customers.

Institutions that are actually hedge funds

The American Scene has a provocative article that argues that Harvard University is actually a hedge fund, one that happens not to be subject to taxation. Porsche (the luxury car company) also makes most of its money by way of derivatives, as opposed to building and selling cars.

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