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The Vampiric Nature of “Stakeholder” Capitalism

21 Thursday Jul 2022

Posted by Nuetzel in Capitalism, Human Welfare

≈ 1 Comment

Tags

Bank of America, Blackrock, Capital Markets, Consumer Surplus, David Henderson, Don Boudreaux, ESG Scores, Fiduciary Laws, George Will, Mark Joffe, Michael C. Jenner, Producer Surplus, Reservation Wage, Semantic Infiltration, Shareholder Value, Stakeholder Capitalism, Theory of the Firm, Virginia Postrel

When so-called “stakeholders” are in charge of a company, or when non-owner “stakeholders” receive deference to their various goals from management, the actual owners have been displaced and no longer have control. That represents a kind of taking in which managers are complicit, failing to keep proper vigilance in their duty to maximize value for shareholders.

Ceding control to stakeholders represents a severe dislocation in the principle-agent relationship between owners and corporate management. Virginia Postrel is on-point in her discussion of the failures of “stakeholder capitalism”, but she might as well just say that it isn’t capitalism at all! And she’d be right!

Stakeholder capitalism represents a “theory” of the firm that accepts an array of different goals that often stand in conflict. This is the key point raised by Postrel. She cites Michael C. Jenner’s 2010 paper on stakeholder theory in which he notes the impossibility of maximizing any single-valued objective in the presence of a multi-dimensional corporate objective function. Thus, stakeholder objectives nearly always subvert management’s most important responsibility: maximizing value for owners.

And just who are these “stakeholders”? The designation potentially includes just about anyone and everyone: managers, customers and potential customers, suppliers and potential suppliers, employees, the pool of potential job applicants, union organizers, regulators, community members and organizations, local governing bodies, “underserved” populations, anyone with a grievance, environmental activists, and the children of tomorrow. Sure, owners are part of the broad set of stakeholders as well, but as Jenner more or less noted, who’s got time to maximize profits in the face of the myriad “claims” on company resources by the larger, blood-sucking hoard?

George Will aptly refers to stakeholder capitalism as “parasitic progressivism”. In fact, in his opening sentence, he notes that the very term “stakeholder” is a form of semantic infiltration, whereby the innocent (and ignorant) adoption of the term is a gateway to accepting the agenda. Will also notes that management deference to stakeholders violates fiduciary laws intended to protect owners, which include worker pensions and 401(k)s, as well as small investor IRAs, charitable organizations, and insurance companies funding life insurance policies and annuities.

This behavior is not merely parasitic — it is truly vampiric. Once bitten by the woke zombie corpses of stakeholder capitalism, either from within the organization or without, the curse of this deadly economic philosophy spreads. Human resource organizations impose diversity, equity, and inclusion training, rules, and hiring practices on operations. Suppliers might be imposed upon to not only deliver valued inputs, but to do so in a way that pleases multiple stakeholders. Woke fund managers, upon whom the firm might rely for capital, will insist on actions that promote social and environmental “justice”. It can go on and on, and no amount of appeasement is ever sufficient.

Unfortunately, there really are activist investors — actual stockholders — who encourage this misguided philosophy. If the majority of a firm’s owners wish to be accountable to the whims of particular non-owner stakeholders, that’s their right. Other investors would be wise to sell their shares… fast! Wastrels and incompetents have blown many a great and small fortune over the years, but capital markets are well-equipped to punish them, and eventually they will. Get woke, go broke!

The best way for a firm to maximize its contribution to society is to do its job well. That task involves producing a good or service that is valued by customers. By doing it well and efficiently, shareholders, customers, employees and society all win. This is the magic of mutually beneficial trade! Produce something that customers value highly while being mindful of tradeoffs that allow resource costs to be minimized. In general, the customers extract surplus value; shareholders extract surplus value; suppliers extract surplus value; and employees extract a surplus value because they receive wages at least as high as the lowest “reservation” wages they’d find acceptable. Here are some comments from Don Boudreaux on this general point:

“… regardless of how well or poorly managers are at running their companies in ways that maximize share values, there’s every reason to believe that managers will be much less competent at running their companies in ways that adequately satisfy ‘stakeholder’ interests. Not only is the definition of ‘stakeholder’ inherently open-ended and ambiguous, even the most skilled managers have no way to know how to trade-off the well-being of one set of ‘stakeholders’ for that of another set.”

This is very nearly a restatement of Jenner’s conclusion, but Jenner’s applies even when managers know specifics about the tradeoffs. Generally they don’t! Remember too that the firm, its shareholders, suppliers, and its employees are all subject to taxes on their surplus values, so their contribution to society exceeds their own gain. Moreover, many firms are already regulated precisely because lawmakers believe government has an interest in protecting larger classes of “stakeholders”. But beyond meeting regulatory requirements, to further insist that firms devote less than their remaining energies and resources to doing their jobs well, and to ask them to focus instead on the varied interests of external parties, whomever they might be, is ultimately a prescription for social harm.

A monster child of stakeholder theory is so-called ESG scoring. ESG stands for Environmental, Social, and Governance, and the scores are intended as “grades” for how well a firm is addressing these concerns. Proponents claim that high ESG’s are predictive of future returns, but that’s true only if lawmakers and regulators look upon these firms with favor and upon others with disfavor. ESG is basically a political tool. Otherwise, it is an economically illiterate notion foisted upon investors by political activists embedded in “woke” financial institutions like Blackrock and Bank of America. There be some real vampires! As David Henderson and Marc Joffe write, ESG fuels higher prices and obstructs economic growth. That’s because it formalizes the effort to serve “stakeholders”, thus raising the cost of actually producing and delivering the good or service one naturally presumes to be the firm’s primary mission. The shareholders pay the cost, as do customers and employees.

When I hear business people talk reverently about serving their “stakeholders” (and when I hear naive investment advisors wax glowingly about ESG scores), it sends up huge red flags. These individuals have lost sight of their valid objectives. They should be trying to run a business, not serving as a grab-bag for other interests. Serve your customers well and efficiently so as to maximize value for shareholders. Do so within the bounds of the law and ethics, but stick to your business mission and the parties to whom you are ultimately accountable!

HyperBoondoggle

06 Wednesday Nov 2019

Posted by Nuetzel in infrastructure

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Tags

Delmar Loop, Dubai, Elon Musk, G-Force, Hyperloop, I-70 Rights-of-Way, Innovation Origins, Last-Mile Problem, Loop Trolley, Magnetic Levitation, Missouri Hyperloop, Passenger Throughput, Richard Branson, Vacuum Tube, Virgin One, Virginia Postrel, Willis Eschenbach

The hyperloop: if you think the Delmar Loop Trolley in St. Louis, MO was a boondoggle, just wait till the state starts hemorrhaging cash for the proposed hyperloop test track, and later a possible route connecting St. Louis, Columbia, and Kansas City. The hyperloop would rely on magnetic levitation (maglev) technology that has been used for trains in some parts of the world, though always on relatively short routes. For a hyperloop, however, the maglev system keeps carrier “pods” suspended in a near-vacuum tube extending the length of the route, eliminating friction and air resistance. Proponents say the pods will move at top speeds of 700 miles an hour, traversing the state in about 30 minutes. And they say it will be a very green machine.

Richard Branson’s Virgin Hyperloop One wants to build the 15-mile test track, which is projected to cost $300 – $500 million. That range is centered just a bit higher than the cost of the Loop Trolley on a per-mile basis, and for a project with major technological uncertainties, that leaves me just a bit wary. The 250-mile cross-state route is now pegged at between $7.3 and $10.4 billion, according to the recent report issued by the state’s “Blue-Ribbon Panel on Hyperloop”. It’s likely to cost much more by the time they get around to building it, if they do at all, and if it actually works.

Hyperbole?

My skepticism about hyperloops is based in part on the hucksterism that often characterizes appeals for public funding of large projects, and hyperloop hucksterism has already taken place. For example, in 2013 Elon Musk estimated that a Hyperloop system would cost about $11.5 million per mile. By 2016, the mid-point estimate for a route in the San Francisco Bay Area was over $100 million per mile. A friendlier route in Dubai is expected to cost $52 million per mile. So to be conservative, we saw 5x to 10x higher costs in a matter of three years. But now, Virgin One says it can construct a route in Missouri for less than the per-mile cost of the Dubai line. Well, the state Department of Transportation already owns the rights of way over significant stretches of the route (but not everywhere because the tube must be straighter than the highway).

The hyperbolic claims for hyperloop technology include speed, projected passenger fares, and ridership. According to Innovation Origins, the so-called feasibility study for the Missouri hyperloop did not assess the technology or even address the fact that no working hyperloop has ever been built or proven at full scale over any distance longer than a kilometer or so. The consultants who prepared the “study” merely assumed it would work. No test pod within a vacuum tube has achieved more than a fraction of the promised speed. The tubes were not long enough to achieve top speeds, they say, but that raises another issue: creating near-vacuum conditions in a sizable tube over very long distances. At the Innovation Origin link above, they estimate that the Missouri tube would occupy over 1 million cubic meters of space, which is at least 30 times larger than the most expansive man-made vacuum space now in existence.

The Ride

As for the passenger experience, 30 minutes to traverse the state of Missouri would be impressive, but what about comfort? First, expanding the tube’s circumference and the girth of the pods would have a disproportionate impact on cost, so conditions might either be more cramped than the promotional photos would have you believe, or the number of passenger seats per pod might be reduced. Second, rapid acceleration from zero to 700 mph would subject humans to fairly large G-forces over several minutes. Deceleration at the end of the trip might be even worse. Negotiating even mild curves would also require reduced speed and subsequent re-acceleration to avoid uncomfortably high radial G-forces. All that means the ride could be a bit uncomfortable. That also means the average speed between Kansas City and St. Louis would be significantly less than 700 mph, especially with a stop in Columbia. G-forces might not be much of a concern for freight traffic, unless it’s fresh produce.

Safety

Then there’s the vulnerability of the system. Willis Eschenbach goes into detail on some technical problems that make the hyperloop risky, such as the pressure on the tubes themselves. It would be about 20,000 pounds per square meter of tube surface, all subject to significant thermal expansion and contraction over the course of a day, with large pods racing through joints and rounding curves. Any fault or crack at any point in the tube surface would cause catastrophic deceleration of pods along the entire length of the tube. The integrity of the pressurized pods themselves is also a safety issue. And what about an earthquake? Or a loss of control and fiery pile-up of vehicles traveling on I-70 near the tubes. Or any number of other foolish or intentional sources of damage to the tube along its route?

Throughput

One of Eschenbach’s most interesting critiques has to do with passenger throughput. Musk’s original plan called for 28-passenger pods departing every 30 seconds: 3,300 passengers per hour. That would represent a substantial addition to total cross-state transportation capacity. At full utilization (which of course is unlikely), that would exceed current estimated totals for daily travel between St. Louis, Columbia, and Kansas City. And while that capacity might reduce pressure to expand other modes, such as adding an extra lane to I-70, it would not offer an excuse to eliminate highway, rail, or airport infrastructure, nor would it eliminate the need to maintain it.

Musks’s assumption might be too optimistic, however: for safety, the time between pod departures might have to be longer. than 30 seconds. Eschenbach asserts 80 that seconds would be more reasonable, which would slash capacity by about 60% relative to Musk’s estimate. And that doesn’t account for potential bottlenecks at stops where pods must be depressurized and repressurized. And if substantially heavier freight pods are intermingled with passenger pods, as anticipated, the required intervals between departures might have to be longer.

Economics

Few large transportation projects are self-funding. Typically, user fees fail to cover operating costs, let alone capital costs. The projected fares quoted by proponents of the Missouri hyperloop are low: “cheaper than the price of gas to drive” cross-state. Perhaps we could say about $25, based on that statement. That won’t make much of a dent in the cost of construction.

The hyperloop’s economic viability for freight traffic is questionable as well, though freight traffic seems to be a fallback position among boosters when confronted with the uncertainties of passenger travel via hyperloop. The Blue-Ribbon report says the expected cost of freight via hyperloop might range from $1.40 per mile to $2.80 on the high end, putting the mid-point well above the $1.69 per mile average cost of shipping by truck. Will speed make the hyperloop a competitive alternative for shippers? In fact, freight via hyperloop might be much worse than rail or truck in solving the “last mile” problem. That’s because the speeds that are its presumed advantage also mean fewer terminals are possible. The system would have to rely as heavily on integration with other modes of transportation as any other form of long-distance carriage, and perhaps more.

The last-mile problem eats into hyperloop’s presumed environmental advantages, which are not as clear cut as its enthusiasts would have you believe. Maintaining a vacuum in a gargantuan tube will not be a low-energy proposition, nor will powering the magnetic levitation/propulsion system, with or without a vacuum. Pressurized, climate-controlled pods will require still more power, and that’s to say nothing of the energy required to fabricate one-inch thick steel cylinders, huge magnets, and the rest of the support infrastructure. Reassurances that hyperloop will be powered exclusively by “green” technologies should be taken with a grain of salt. 

Virginia Postrel believes that regulation might be the biggest threat to the success of hyperloop, though she seems a bit optimistic about the actual economics of the technology. Safety will be a major concern for regulators. The technology will be subject to common carrier rules, and there will be other hurdles at the federal, state and local levels. And what of the health effects of prolonged exposure to those powerful magnetic forces? They may be insignificant, but the question will come up and possibly litigated.

Conclusion

A hyperloop cannot be built and operated without a significant and ongoing investment of public funds. The hoped-for public-private partnership needed to build the system would require major investors, and brave investors. Promoters say the project is not unlike efforts to build the railroads in the 19th century, which must have seemed like a daunting task at the time, and one involving huge financial risk. Fair enough, but the railroads stood to benefit in that age from a huge pent-up desire to exploit distant resources. The Missouri hyperloop is not quite comparable in that respect. It might be attractive mainly as a novelty, much like the Loop Trolley. Moreover, it didn’t take long for the railroads to become desperate rent-seekers, unable to profit from their heavily-subsidized investments without further public intervention on their behalf.

The hyperloop is a truly seductive idea. It’s the sort of thing that even small government types find irresistible, but there is little doubt that taxpayers will pay dearly. It’s not clear to me that the project will create meaningful social benefits or address compelling social risks. Therefore, let’s be cautious about making huge public commitments until this technology is farther along in development and the benefits can be estimated with greater certainty.

Privileged White Males May Not Comment

10 Monday Nov 2014

Posted by Nuetzel in Uncategorized

≈ 1 Comment

Tags

Affirmative Consent, Cathy Young, Check Your Privilege, discrimination, Feminism, Gender pay gap, Helen Smith, privileged white male, Victimhood, Virginia Postrel

Patriarchal Society

On Friday, I was called a privileged white male who couldn’t possibly understand issues of race and gender discrimination. This from a “friend,” who was getting a bit off-topic after I rebutted a meme praising President Obama’s economic record. The meme is another topic (heh…), but I have written about the blanket “check your privilege” dismissal before. In this case, I responded to my critic, a woman, that Libertarians like me give women full credit for their strength and ability to compete. And they do compete: the gender pay gap in the U.S. is largely a fiction, though propaganda to the contrary still circulates.

On the issue of gender politics, what bothers me about today’s radical feminists is that they all but encourage a mentality of victimhood: women have been put-upon by privileged white males, made to submit socially, economically, and yes … sexually; forced to accept employment at below-market wages, locked out of many occupations like IT, firefighting or demolition work.

No doubt there has been discrimination against women in the past, before and during their integration into the labor force. Today, there may be vestiges of discrimination, but in a liberal, market economy, men and women are both empowered to seek the kind of education and career they wish to pursue. There is no guarantee that they’ll find employment in a particular field, however. Free individuals, men and women who want to work, participate voluntarily in a labor market with the objective of entering into mutually beneficial employment contracts at market-clearing wages. Yet liberal feminists often advocate for aggressive government intervention on behalf of women — see here and here, for example. From the latter:

“[Anne] Alstott and others argue that the state must ensure that the socially essential work of providing care to dependents does not unreasonably interfere with the personal autonomy of caregivers. Policies proposed to ensure sufficient personal autonomy for caregivers include parental leave, state subsidized, high quality day care, and flexible work schedules. Some recommend financial support for caregivers, others suggest guaranteeing a non-wage-earning spouse one half of her wage-earning spouse’s paycheck.”

Those proposals qualify as a set of highly aggressive state interventions. They would require redistribution of resources on a massive scale and would lead to dislocations and market failures. At a minimum, to accept such a costly platform, one must buy into the narrative of ongoing victimhood promoted by radical feminists, as well state control of economic life rather than individual initiative. Not all women agree, for example, the brilliant Virginia Postrel and Cathy Young.

The victimhood narrative, and the strong preference for relying on state action rather than individual decisions, extends to the recent push for an “affirmative consent” law in California. I leave it to Dr. Helen Smith to destroy this idiotic legal doctrine.

But back to my new designation as a “privileged white male.” As I tried to explain to this mudslinging individual, I find the accusation insulting on (at least) two counts: first, it implies that any success I’ve earned in life is less than fully deserved, but more importantly, it is a transparent attempt to disqualify me from debate. This “friend” hurled more insults, both petty and elitist, in an attempt to denigrate my career (as if she had any clue about what I do for a living, or what I earn). She also called my opinions “scary,” another weak effort to disqualify me. This is what weasels are made of. I told her she needed a good night’s sleep, and I really think she did! She repeated a refrain several times: “Sad,” without elaboration. She also “unfriended” me, which is fairly typical of leftists who engage in on-line debate. And I am sad for her, but I must move on!

Can White Elephants Cheer the Public?

12 Sunday Oct 2014

Posted by Nuetzel in Uncategorized

≈ Leave a comment

Tags

Big Dig, economic growth, infrastructure, Neal Stephenson, optimism, Peter Theil, Precautionary Principle, quality of life, regulation, Technology, Virginia Postrel

infrastructure bridge

Has the American public’s sense of progress been diminished by the lack of “big projects” in recent memory? No moon shots or space elevators, no Hoover dams, no ubiquitous high-speed rail? Would these types of massive projects bring with them a new sense of optimism? Virginia Postrel doubts it, quite aside from whether such efforts would be successful in technical or economic terms. In her critique of business icon Peter Theil and science fiction writer Neal Stephenson on this point, Postrel says they confuse satisfaction from an improved quality of life in the mid-twentieth century with optimism about the future impact of iconic public investments in infrastructure and technology:

“People believed the future would be better than the present because they believed the present was better than the past. They constantly heard stories — not speculative, futuristic stories but news stories, fashion stories, real-estate stories, medical stories — that reinforced this belief. They remembered epidemics and rejoiced in vaccines and wonder drugs. They looked back on crowded urban walk-ups and appreciated neat suburban homes. They recalled ironing on sweaty summer days and celebrated air conditioning and wash-and-wear fabrics. They marveled at tiny transistor radios and dreamed of going on airplane trips.”

Postrel also points out that technology has always provoked some anxiety about the future, just as it does today. In addition, Theil and Stephenson under-appreciate noteworthy projects of the not so distant past, both public and private. That’s not to say that all of those projects were well-executed (the Big Dig?) or economically successful.

Postrel’s argument suggests that the current sense of malaise has more to do with weak economic growth and its causes. She emphasizes an excessive application of the precautionary principle. The growth of the regulatory state and arbitrary, czarist rule-making is an outgrowth of this phenomenon. As I said earlier this week, “Life’s Bleak When Your Goal Is Compliance.” Poor results of most public initiatives (e.g., public education, student loans, the war on poverty) do nothing to inspire confidence, with an increasing proportion of the population dependent on public support. Meanwhile, rewards seem to flow to well-connected cronies, a result that seems assured when resources are allocated to big public projects. There is a growing sense that not much can be accomplished without privilege or luck.

Above all, let’s hope we never take to evaluating massive projects based on their potential to foster a renewed sense of public optimism.

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