Mutual funds make air travel more expensive: Institutional investors reduce competition.
Mutual Funds Make Air Travel More Expensive
Eric Posner weighs in.
April 16 2015 9:46 AM

Mutual Funds’ Dark Side

Why airlines and other industries keep prices too high.

A plane arrives at O'Hare International Airport on May 19, 2012 in Chicago, Illinois.
A plane arrives at O’Hare International Airport on May 19, 2012, in Chicago.

Photo by Kevork Djansezian/Getty Images

The great drama of our time is the rise of the 1 percent. Thomas Piketty has done more than anyone else to put this question on the public agenda. But while his book Capital in the Twenty-First Century documents the growth of inequality, he does not offer much of an explanation or a solution. He thinks that capitalism naturally favors investors over workers, and proposes as a remedy a global wealth tax, which no one thinks is feasible. Yet recent work by a brilliant young economist suggests that the problem is not capitalism per se, but the way our financial system is organized. The key to the problem—and to the solution—is the rise of the institutional investor.

Institutional investors are companies that own other companies. A familiar example is the mutual fund. A mutual fund owns shares of dozens or hundreds of companies. Many mutual funds pursue specific investment strategies; others just try to mimic the market or certain segments of the market. When you invest in a mutual fund, you indirectly invest in companies that supply goods and services, and obtain the benefits of diversification of investments without having to bother to manage your own portfolio. Other types of institutional investors include pension funds and hedge funds.

Mutual funds have a benign reputation. They make life easier for ordinary people who don’t have the time, resources, or expertise to pick stocks. They are also thought to improve corporate governance. They have the resources to monitor the companies they own shares in, and they can put pressure on them if managers overpay themselves or engage in other bad behavior. And they are familiar: Nearly everyone with a 401(k) owns shares of a mutual fund.

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Yet mutual funds have a dark side. José Azar, an economist now at Charles Rivers Associates, argued in his ingenious dissertation that mutual funds can reduce market competition and raise prices for consumers. The idea behind this argument dates to the late 19th century, another period of rapidly growing inequality. Back then, economists argued that firms can reduce competition in markets by buying up the firms that operate within them. At the time, the firms that bought up other firms were called “trusts” to conceal their monopolistic goals. They were broken up by progressive reformers after Congress passed the first major antitrust law, the Sherman Antitrust Act of 1890. Azar’s insight—drawing on some other recent work by economists—was that modern institutional investors such as mutual funds are trusts in sheep’s clothing.

In a new paper, Azar and co-authors Martin C. Schmalz and Isabel Tecu have uncovered a smoking gun. To test the hypothesis that institutional investors gain market power that results in higher prices, they examine airline routes. Although we think of airlines as independent companies, they are actually mostly owned by a small group of institutional investors. For example, United’s top five shareholders—all institutional investors—own 49.5 percent of the firm. Most of United’s largest shareholders also are the largest shareholders of Southwest, Delta, and other airlines. The authors show that airline prices are 3 percent to 11 percent higher than they would be if common ownership did not exist. That is money that goes from the pockets of consumers to the pockets of investors.

How exactly might this work? It may be that managers of institutional investors put pressure on the managers of the companies that they own, demanding that they don’t try to undercut the prices of their competitors. If a mutual fund owns shares of United and Delta, and United and Delta are the only competitors on certain routes, then the mutual fund benefits if United and Delta refrain from price competition. The managers of United and Delta have no reason to resist such demands, as they, too, as shareholders of their own companies, benefit from the higher profits from price-squeezed passengers. Indeed, it is possible that managers of corporations don’t need to be told explicitly to overcharge passengers because they already know that it’s in their bosses’ interest, and hence their own. Institutional investors can also get the outcomes they want by structuring the compensation of managers in subtle ways. For example, they can reward managers based on the stock price of their own firms—rather than benchmarking pay against how well they perform compared with industry rivals—which discourages managers from competing with the rivals.

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