Title Inflation
By Kevin
Cloud Computing Ninja?
The recent Schumpeter article about title inflation is really pretty hilarious, not so much because of the humour about the leader of North Korea but because it is really true. It's amusing how people try to inflate job titles and it's to their disadvantage because of how opaque it makes the job become.
Fluffing up titles isn't only happening in the corporate sector; there are plenty of clubs and societies at schools and Co-Curricular Activities (CCAs) that does that. It looks good on your portfolio and more presentable when you try to apply for scholarships, internships, attachments or even try to participate in some seminars. The question is whether the title should be 'important-sounding' or that it should appear to bear loads of responsibilities. In any case, the whole affair is much like the classical signaling games in game theory where signaling grows to epic proportions and undermines the purpose itself. It's all part of evolution; much like how deers who may have grown huge anthers find it hard to escape in dense forests (they get caught between trunks) or peacocks with such big nice feathers it is really heavy for them to open them up.
When the titles that are exaggerated appear to be ineffective signaling device or would backfire, there would be movements to simplify them and scale down the intensity of use. Perhaps then someday, we'll know of our CEOs as 'boss'.
Learning By Examples
By Kevin

Matching Context
Materials on ERPZ are often more focused on delivery of concepts; in particular, our current set of notes in the Economics Section deals largely with the theories and concepts covered in the syllabus and not so much on how to tackle your exams. Essays requires additional skills typically not covered in your lecture notes or textbooks. You could learn them from model essays but it would be better if you build up a style for yourself.
I'll be writing quite a few entries on essay-writing for Economics, which can also be applied to other social sciences at A Levels. I'll start off with an emphasis on examples. The school usually only teach you how to do half of your essay - the conceptual part. And if you don't explain and illustrate (diagrams for) your concepts particularly well, then you can't even get a pass. The other part of your essay has to do with application, which really means explaining in context and giving examples tailored to the context.
When dealing with a question that asks about market structures in Singapore; perhaps one requiring you to cite an example of a oligopoly. You could talk about the hypermarkets or supermarkets but you have to define them carefully and describe the correct players:
Examples of Players
Hypermarts (Giant, Fairprice Extra, Carrefour)
Supermarkets (Cold Storage, Fairprice, Sheng Siong)Why Oligopoly?
Hypermarts and Supermarts compete on prices and promotions, enjoy large economies of scale from marketing (bulk purchase, advertising, transport) and are usually anchor tenants at various shopping malls. Their mutual interdependence is reflected in attempts to market their house brands during recessions and also trying to differentiate by positioning themselves slightly different. Cold Storage goes for the 'sophisticated but affordable' image while Fairprice going for the 'simple and affordable' image; of course, Sheng Siong targets majority of the households looking for cheap deals.
Within the Singapore market, there are also other shops dealing in the same sort of 'industry' as the hypermarkets and supermarkets so one needs to be careful when discussing them. It is important that you look into the scale of the market you're hoping to discuss about. If you're thinking about just a large neighbourhood or area; then players may actually be engaged in monopolistic competition rather than oligopoly.
Examples of Players
ECONS Mini-market & Neighbourhood Provision ShopsWhy Monopolistic Competition?
Compete based on niche markets, providing specialized services (eg. Home delivery by provision shops) and benefit from relatively inelastic demand for necessities.
Do not confuse the different market structure; be clear about the scale of the market you're discussing and think about the players. For localized competition, the players could be specific outlets or stores; but then for a grander scale market, the players would be the group (like with chain-stores and lots of outlets). The explanation on why each of these examples would fit into your concept or theoretical framework is extremely important. Saying stuff like 'most markets in Singapore are Oligopoly, for example the Telecommunications industry' will not be a clear demonstration of your depth of thought. To give your essay more rigour you have to describe the competitive behaviours of the firms in the industry and give examples of actual marketing campaigns or events.
Thinking Economics
By Kevin

Mind Tricks?
People thinks I'm very rational when it comes to making decisions (especially personal ones), but it is really more about thinking economics than rationality. Economics was founded based on the assumption that all individuals are rational and acting on self-interest. Too often, however, we know little about what is really in our interest and worse of all, we have no idea how to put it into the equation. It'll then help to look at the market and what it is doing to decide.
It appears ironic that individuals may peer at the market to learn how to be rational when they are part of the market itself. Nevertheless, the fact remains that while individuals are capable of making good direct comparisons, complex patterns of choice emerge only through the market, which aggregates decision-making of an independent crowd (an important concept I briefly touched previously). The concept of opportunity cost proves invaluable at decision-making - when you can't decide what you want, think about what you are willing to forgo.
I was thinking about how capable kids around me often have parents who are not particularly educated and perhaps not with any outstanding careers. Of course there are exceptions but many smart capable people do have just plainly ordinary backgrounds much like mine. It dawned on me that the question is really how 'ordinary people' make such great parents. Parents who have a great career simply have to sacrifice much more in order to expend effort at raising their kids.
The high opportunity cost simply means that it might actually make sense for them to 'outsource' the work to someone who has less stake in their kids. In many sense, the same principles applies to a kid - for one who expects to be able to live life comfortably and have little expectations of themselves, slacking away poses a lower opportunity cost than one who knows that the alternative to working towards success is deprivation. Of course, I'm assuming that the kid has the level of maturity to consider this and understand the concept of opportunity cost, intellectually if not intuitively.
Eventually, what remains required besides economics thinking would be discipline; and discipline could also be explained by an intuitive grasp of economics and incentives. With the right way of positioning ideas in one's mind, one would be able to accentuate long term incentives while downplaying the benefits of instant gratification. That's what everyone in the west has to learn today.
Distance Fares
By Kevin

New Fares!
On 3 July, 'Distance Fares' were implemented for the buses and rail public transport system in Singapore. I got to try it out first thing in the morning that day (which is basically yesterday) while taking public transport to Tiong Bahru Market.
The journey consists of 2 legs - one bus to a particular bus stop and then I have to walk a short distance to another bus stop on another road for another bus to my destination. Before the distance fare, I had to pay $0.69 for the first bus ride; then $0.19 for the second bus ride (after the rebate of $0.50 from the base fare of $0.69). That cost me $0.88 for the entire journey.
For the 'Distance Fares' system, I had to pay $0.71 for the first bus ride, which was actually 2 cents more than what I had to pay in the past; but on the second bus ride, the fares turned out to be $0.00. In other words, it was still within the 3.2km base distance and therefore I didn't have to pay a single cent more. As a result, the journey cost me only $0.71. I'm not advertising for the new fare system, just pointing out a particular feature of it.
The new system raises the base fares (from $0.69 to $0.71) and thus would cost people much more for short rides that consist only of a single bus. Compared to the past, commuters of this sort of rides would have to pay 2 cents more than the past. For those who need to change buses over short journeys, the new system would cost a little less. These commuters would save approximately 17 to 19 cents. The more buses you originally had to transfer within your journey, the more you would save. Over extremely long distances on a single ride, commuters would pay about the same level; possibly less because of the per kilometre charge that allow you to pay a more 'exact' fare.
I've worked out the marginal cost every additional kilometre as you ride on the bus. When you've already 'clocked' 26.2 km, every additional kilometre only cost you 1 cent. The good thing is that you have about 45 minutes lag time between transfers, which gives you ample time to do quite some shopping or eating before moving off to the next stop. That said, you would actually take a bus to CK Tang, walk around for 30 minutes before going back to the bus stop to take a bus to Heeren and then walk around before moving off again. You'd be paying less than if you had done the same in the past, though it makes little sense to do that.
If you're like me in the sense that you are always on the go and need to have meals between destinations, the distance fare is a good thing. I could take a bus, stop by somewhere to have a meal (within 45 minutes that is), and then hop on another bus bound for my destination. That saves me approximately the 17-19 cents that I was talking about earlier. The question really is whether the transport companies are earning more from this whole system. I would say not; the thing is that majority of commuters can't possibly have been taking buses only over short distances.
Majority of the trips taken would be within the 6.2km, where the marginal cost of each additional kilometre is 10 cents, and the profit for the company would be the highest. The difference could be that commuters would be encouraged to make transfer that they otherwise won't, allowing the transport companies to make an additional 1-6 cents or so for these sort of transfers while also utilizing their idle capacity. The company essentially manage to apply a more powerful price discrimination that forces customers to pay for the distance they travel on the bus. This is possible because of the market dominance of the firms though I really wonder how SMRT and SBS Transit would share their revenues later.
Further investigations on the effect of the new 'Distance Fares' system is conducted over my personal blog.
Opening Up
By Kevin

Deal!
The recent Lexington on The Economist gave a pitch on the merits of openness, to migration and trade; and then analysed how far US has come. His analysis on America emphasize the inclination towards isolation and warned how dangerous it could be while urging support for greater openness. Singapore's openness to migration appeared particularly alarming to locals in the recent years and prompted our government to take steps to distinguish the privileges between Permanent Residents and Citizens as well as take more social action to aid the needy citizens. Personally, I think the over-embrace of foreigners here is often disturbing for those who cling to Singapore as home; ironically, that's actually the people whose support the government really needs.
Nevertheless, the arguments for openness were great, I particularly like the anecdote used in the first paragraph.
A LONG time ago, the rising seas turned Tasmania into an island. A few thousand inhabitants were cut off from contact with the Australian mainland. Their technology regressed. They forgot how to make bone tools, catch fish and sew skins into clothes. It was not that they grew less intelligent. Their problem was that they no longer had many people to trade with. It took a lot of effort to learn how to carve needles out of bone. So long as there were plenty of people with whom to swap needles for food, it made sense to acquire such skills. But in a tiny, isolated society, there may have been room only for one or two needle-makers. If they both fell off cliffs, the technology died with them. When the first Europeans reached Tasmania, they found natives whose only shields against the winter chill were seal-fat smeared on their skin and wallaby pelts over their shoulders.
The Bad Side?
By Kevin

Democracy Working
After all the 'hype' about the resilience of the emerging economies, The Economist seem to have featured some of our South East Asian countries is rather bad light in one of the recent issues. While talking about Philippines' recent elections, they hinted at the economy's untapped potential and the lack of political will to do something about it. And then they presented a skeptical tone towards the current Thailand government's ability to garner the support of the country.
Finally, the drama in Malaysia drew some criticism and sarcasm once again. In many sense, these articles have a 'When will they grow up?' attitude, suggesting that the events in each of the countries are all too familiar. Indeed, in some cases it is difficult to be hopeful that things would change. When it comes to politics, the region is still immature in the conduct of democracy and economic development may have increased but the fruits of prosperity not as well distributed as one would like.
Catching up on economic growth is an extremely important step towards altering the politics although it is not always a guarantee that this would occur. Yet we should not think of any particular political system as an ultimate destination. Our experience with evolution is that several models of existence would sustain; the changing circumstance will continue to push these models and systems to evolve.
Baby Boomers – The Grasshopper Generation?
By Wei Seng

Munch munch, until there is nothing left
Thomas Friedman, in his The New York Times column last week reproduced in Today on 10 May, bids goodbye to the Tooth Fairy, the representation of the baby boomers, and to the good old days of the baby boomers "who took their children's future".
He says that his parents, "The Greatest Generation", made "enormous sacrifices and investments to build (them) a world of abundance", while his generation, "The Baby Boomers", were like grasshoppers that ate "through all that abundance like hungry locusts". My / Our generation, "The Regeneration", would have to "raise incomes anew but in a way that is financially and ecologically sustainable".
He makes allusions to the Tooth Fairy, whom the baby boomers were taught to believe in, "whose magic would allow conservatives to cut taxes without cutting services and liberals to expand services without raising taxes". He claims that this could be done through "bogus accounting" and delusional thinking that "borrowing from China or Germany, or against our rising home values, or by creating exotic financial instruments to trade with each other, we were actually creating wealth". In other words, the baby boomers have been living beyond their means by borrowing from the future, and now have to suffer the consequences as they start to enter retirement age and hand over the reins of leadership to the next generation.
I cant help but keep quoting directly from Friedman, because he manages to capture succinctly the essence of his ideas in his writings.
Friedman captures the looming debacle facing us with three words: "root canal politics". While I dont quite understand how the Tooth Fairy can come to be associated with the baby boomers, I can certainly see the link between root canal (procedure) and our current situation: time to operate on and remove the rotting teeth in our mouths, a certainly painful and unenjoyable experience, but quite deserved given that we have been snacking on sugary foods (enjoyment - you could link it to the "abundance" the baby boomers enjoyed) for so long.
Little wonder that the Greeks are protesting on the streets as their government announces austerity measures in view of the debt crisis facing them. But it's time to pay back for all that has been borrowed from the future, to ensure that the future generation(s) (including ourselves) will have a (bright) future. And already many of these young Greek people have to pay for their parents' spendthrift habits.
Cap & Trade – The Pitfalls
By Wei Seng
Annie Leonard of The Story of Stuff project has come up with a (relatively) new video about the problems of a oft-recommended solution to climate change: cap and trade. While in Economics we learn that such measures that involve the market are the best way to deal with the problem, it is arguable whether we can use economic measures to solve a problem supposedly created by the theories of economics.
Cap and trade, or emissions / carbon trading, is where the government imposes a limit on the amount of carbon dioxide that can be emitted into the atmosphere (a cap) and firms that emit carbon dioxide in their production processes would be issued permits by the government so as to be allowed to pollute, with the number of permits fixed within the limits and with fewer of these permits issued over time so as to reduce the amount of carbon dioxide emitted. Companies that effectively cut down on emissions can then sell excess permits to other firms that are unable to do so (the trade part), hence theoretically creating incentives to reduce emissions.
The problems arise in the details and implementation, as Annie Leonard claims. First she takes issue with the fact that these permits are issued for free rather than sold to the firms (cap and give-away), which might not give as much incentive to cut pollution as opposed to the government selling the permits so that the firms have added incentive to cut down on emissions (adding a stick - the need to buy even basic amounts of permits to pollute - on top of the carrot - the sale of excess permits as a result of reducing emissions). The money raised from selling the permits can then be used for policies to combat climate change (such as developing a clean energy economy).
She then raises the problem of offsetting, and how firms also have the incentive to cheat, through false claims of emissions reductions, so as to profit from the scheme. The example Leonard used is when a firm in Indonesia (Sinar Mas) cut down primary forest and then planted oil palm trees on it, the firm claimed offset credits that can then be sold to other firms to allow other firms to pollute. The cutting down of the forest was not accounted for under the scheme, but the planting of the oil palm trees were. Unfortunately, the cutting down of primary forest would have created emissions to more than offset the amount of carbon dioxide reabsorbed by the oil palm trees. Firms can also make false claims about intentions that allow them to bankroll the credits and continue just as usual.
But what she is most miffed about is that the cap and trade scheme distracts people from real solutions, and that the rush to implement cap and trade without a global agreement to police it in developing countries where many of these firms operate (not coincidentally, many of these countries have lax environmental legislation and regulation). She champions for government regulation of carbon dioxide, i.e. not to resolve carbon emissions through the market system, not to protect business as usual but instead impose stricter laws against carbon emissions. She is vague about the details but presumably measures that can be introduced by the government could include a carbon tax.
It is often hotly debated whether economics can be effectively used to combat the environmental problems we face. The theories and concepts we learn in economics, from rational decision-making to the invisible hand and profit-maximization, can supposedly be applied in ways such as cap and trade. However we also learn about market failure, and how the government will have to step in sometimes. Detractors (in America's case, the Republicans / conservatives) believe that government failure is the problem and place greater faith in the markets, but I agree with Leonard when she says that we "cannot solve a problem with the thinking that created it". Both the government and markets have to rethink in the face of the climate change crisis and cannot stick to business as usual.
James Hansen, in an article in The New York Times around the time of the Copenhagen climate change summit last December, agrees that cap and trade does nothing much for the environment or energy security of America, only to allow "polluters and Wall Street punters to fleece the public out of billions of dollars". He uses more concrete arguments than Leonard, with his assertion that logically carbon prices would collapse if everyone were to emit below the cap, hence eliminating the incentive to reduce emissions. Many concessions were also issued such that many coal plants could be excused from the regulations and trading, which would then defeat the whole purpose and objective of reducing carbon emissions. And while there can be an "optimal" / "socially efficient" level of pollution in the atmosphere, can there be an optimal amount of people affected by diseases associated with the burning of coal for power generation? Hansen also raises Leonard's concerns about offsets.
Hansen offers a more concrete solution: fee and dividend. It works like a carbon tax, jacking up the costs of goods that are more pollutive, but there is an added dividend: money collected goes back to the public, whereby they can then make individual decisions about whether to buy the less-pollutive (and technically speaking cheaper / lower-taxed) product. It encourages individual action, and that every effort counts, unlike cap and trade which while operating on a national and technically speaking larger scale, mainly affects the producer and does not engage consumers directly in the quest for a cleaner environment.
I would advise watching the video as well as reading the article by Hansen, to get a better idea about cap and trade. Cap and trade is in itself quite a complicated mechanism that I cannot fully explain, and while Leonard recognizes that cap and trade might be seen as an acceptable compromise solution for both environmentalists and economists, we should not let cap and trade distract us from other solutions out there that can truly solve the environmental problems we face.
Airline mergers – beneficial for consumers?
By Wei Seng

Experience a "change" in your airfares & customer service
I have been writing quite a bit on politics and environment, so I guess it's time to write about something more relevant to business and economics. The aviation industry has always interested me as a passionate geographer, as the industry's contribution to modernization and globalization has been immense, not just in terms of economic contribution but changing societies, cultures and even individuals. In recent years one would often read in the papers about the wave of consolidation of airlines as many of these airlines face tough times and seek mergers to be bailed out. Even if an airline is nowhere near collapse, it could still consider a merger as a way to open up access to new markets as well as tap into economies of scale with bigger operations.
But given the spin that airlines put onto the benefits of a merger, both to consumers and to the airlines, one must really wonder if consumers really do benefit from a merger of airlines. The answer, at least for American consumers, is sobering: rarely do consumers benefit directly from the merger of airlines.
Airline mergers have a long history, but even in recent times as the economy is recovering, airlines are still considering mergers. A list of some of the important airline mergers in recent history would include:
1. Delta Air Lines with Northwest Airlines in America (2008)
2. Air France with KLM Royal Dutch Airlines (2008)
3. British Airways with Iberia (2010)
4. United Airlines with Continental Airlines (to be confirmed soon)
Just these 4 merged entities alone, whether by measures of miles flown, passengers ferried or fleet size, would figure heavily in the top 5 / top 10 of the world's largest airlines. Such trends seem to affect mature air travel markets like Europe and North America where most people would have flown before, air travel is almost ubiquitous and airspace is densely congested. In economics, we learn the benefits of mergers and acquisitions to the companies involved as well as to the industry in general, and to a smaller extent to the consumers. While the benefits to companies are well-documented and recognised, the benefits to consumers are usually hazy and not recognised.
As early as 2006, while Delta was looking around for a partner to consolidate operations with, travel experts have already been weighing the benefits and costs of mergers to consumers. Ed Perkins on Smarter Travel asserts that consumers "as usual, would get the short end of the stick", because the incentives for airlines to merge would often be to reduce competition, though this wont be made public: they will probably tell us that it allows airlines to be bailed out to stem losses or avert bankruptcy. He claims that because of the gargantuan size of the airlines involved, any economies of scale that can be reaped would have been reaped, hence the attraction of reduced competition: allowing airlines to pare down on service, number of hubs to operate from and even increase fares - all for increased revenue and profit.
Bill McGee of USA Today writes recently about airline mergers' "potential threats to consumers", with statistics to back him up. Some of his conclusions, after studying some airline mergers in America:
1. Service cutbacks - "when merger partners' route maps overlap, certain cities will lose service, with fewer flight frequencies and loss of nonstops" (nonstops being flights that get you from point A to point B without a stopover in between)
2. On-time performance - airlines dont seem to become more efficient as they become larger, their on-time performance in fact deteriorate
3. Customer service - consumer complaint rankings indicate that mergers have insignificant effect on ranking improvements
4. Competition and air fares - when its original competition (its merger partner) disappears, air fares often sky-rocket, though the presence of budget airlines has kept air fares in check
Not very promising for consumers, all these airline mergers. It seems to be mainly to fatten the wallets of executives of the airlines concerned as well as bankers who process the merger. Even workers, those at the non-executive level and below, might not necessarily benefit from the merger as much as management makes it out to be. After all, it is the bottom line that management is considering: profit-maximisation or shareholder value-maximisation.


