Three essays on market depth in futures markets

Liquidity is an important market characteristic for participants in every financial market. One of the three components of liquidity is market depth. Prior literature lacks a comprehensive analysis of depth in U.S. futures markets due to past limitations on the availability of data. However, recent innovations in data collection and dissemination provide new opportunities to investigate the depth dimension of liquidity. In this dissertation, the Chicago Mercantile Exchange (CME) Group proprietary database on depth is employed to study the dynamics of depth in the U.S. futures markets. This database allows for the analysis of depth along the entire limit order book rather than just at the first level. The first essay examines the characteristics of depth within the context of the five-deep limit order book. Results show that a large amount of depth is present in the book beyond the best level. Furthermore, the findings show that the characteristics of five-deep depth between day and night trading vary and that depth is unequal across levels within the limit order book. The second essay examines the link between the five-deep market depth and the bid-ask spread. The results suggest an inverse relation between the spread and the depth after adjusting for control factors. The third essay explores transitory volatility in relation to depth in the limit order book. Evidence supports the relation between an increase in volatility and a subsequent decrease in market depth. Overall, the results of this dissertation are consistent with limit order traders actively managing depth along the limit order book in electronic U.S. futures markets.

Three essays on the microstructure of exchange traded funds

Exchange traded funds (ETFs) have increased significantly in popularity since they were first introduced in 1993. However, there is still much that is unknown about ETFs in the extant literature. This dissertation attempts to fill gaps in the ETF literature by using three related essays. In these three essays, we compare ETFs to closed ended mutual funds (CEFs) by decomposing the bid-ask spread into its three components; we look at the intraday shape of ETFs and compare it to the intraday shape of equities as well as examine the co-integration factor between ETFs on the London Stock Exchange and the New York Stock Exchange; we also examine the differences between leveraged ETFs and unleveraged ETFs by analyzing the impact of liquidity and volatility. These three essays are presented in Chapters 1, 2, and 3, respectively. ^ Chapter one uses the Huang and Stoll (1997) model to decompose the bid-ask spread in CEFs and ETFs for two distinct periods—a normal and a volatile period. We show a higher adverse selection component for CEFs than for ETFs without regard to volatility. However, both ETFs and CEFs increased in magnitude of the adverse selection component in the period of high volatility. Chapter two uses a mix of the Werner and Kleidon (1993) and the Hupperets and Menkveld (2002) methods to get the intraday shape of ETFs and analyze co-integration between London and New York trading. We find two different shapes for New York and London ETFs. There also appears to be evidence of co-integration in the overlapping two-hour trading period but not over the entire trading day for the two locations. The third chapter discusses the new class of ETFs called leveraged ETFs. We examine the liquidity and depth differences between unleveraged and leveraged ETFs at the aggregate level and when the leveraged ETFs are classified by the leveraged multiples of -3, -2, -1, 2, and 3, both for a normal and a volatile period. We find distinct differences between leveraged and unleveraged ETFs at the aggregate level, with leveraged ETFs having larger spreads than unleveraged ETFs. Furthermore, while both leveraged and unleveraged ETFs have larger spreads in high volatility, for the leveraged ETFs the change in magnitude is significantly larger than for the unleveraged ETFs. Among the multiples, the -2 leveraged ETF is the most pronounced in its liquidity characteristics, more so in volatile times. ^

Three Essays on Asset Pricing

In this dissertation, I investigate three related topics on asset pricing: the consumption-based asset pricing under long-run risks and fat tails, the pricing of VIX (CBOE Volatility Index) options and the market price of risk embedded in stock returns and stock options. These three topics are fully explored in Chapter II through IV. Chapter V summarizes the main conclusions. In Chapter II, I explore the effects of fat tails on the equilibrium implications of the long run risks model of asset pricing by introducing innovations with dampened power law to consumption and dividends growth processes. I estimate the structural parameters of the proposed model by maximum likelihood. I find that the stochastic volatility model with fat tails can, without resorting to high risk aversion, generate implied risk premium, expected risk free rate and their volatilities comparable to the magnitudes observed in data. In Chapter III, I examine the pricing performance of VIX option models. The contention that simpler-is-better is supported by the empirical evidence using actual VIX option market data. I find that no model has small pricing errors over the entire range of strike prices and times to expiration. In general, Whaley’s Black-like option model produces the best overall results, supporting the simpler-is-better contention. However, the Whaley model does under/overprice out-of-the-money call/put VIX options, which is contrary to the behavior of stock index option pricing models. In Chapter IV, I explore risk pricing through a model of time-changed Lévy processes based on the joint evidence from individual stock options and underlying stocks. I specify a pricing kernel that prices idiosyncratic and systematic risks. This approach to examining risk premia on stocks deviates from existing studies. The empirical results show that the market pays positive premia for idiosyncratic and market jump-diffusion risk, and idiosyncratic volatility risk. However, there is no consensus on the premium for market volatility risk. It can be positive or negative. The positive premium on idiosyncratic risk runs contrary to the implications of traditional capital asset pricing theory.

Vállalati értékteremtés vizsgálata az iparági teljesítmény tükrében

Az átfogó és összehasonlító teljesítménymérés szükséges bemeneti feltétele a vállalati értékteremtés vizsgálatának. A szerzők tanulmányukban célul tűzték ki, hogy egy általános keretrendszert állítanak fel a vállalati értékteremtés vizsgálatához, figyelembe véve a vállalati versenyképesség pénzügyi aspektusait. A megvalósításhoz releváns külföldi szakirodalmakat és a témára vonatkozó korábbi kutatásaikat használják fel. Bemutatnak egy elemzési keretet, amelynek alapjait a teljesítménymérés nemzetközileg elfogadott pénzügyi mutatószámai képezik. A módszertant a magyar élelmiszeripari feldolgozó ágazat egy speciális részterületén tesztelik a válság utáni időszak éves beszámolóit felhasználva. A mintát az iparági koncentráció alapján olyan vállalatok alkotják, amelyek magas árbevétellel és diverzifikált termékszerkezettel rendelkeznek. A komplex és összehasonlító teljesítményértékelésen túl a kiemelkedő versenyképességű társaság esetében vállalati szabad cash flow-alapú és reálopciós értékteremtés becslést is végeznek. Fő kutatási kérdésük, hogy a vizsgált iparági minta alapján a kiváló pénzügyi teljesítménnyel rendelkező vállalat esetén kimutatható-e vállalati értékteremtés is.

Continuation of Benchmark Project - Phase IV, 1999 Calendar Year, 2000

This is the final Report to the Iowa DOT Offices of Construction and the Highway Division for the calendar year 1999 research project entitled - Continuation of Benchmarking Project: Phase IV. This project continues efforts started in 1995 with the development of a performance measurement system. The performance measurements were used to identify areas that required improvement and process improvement teams (PITs) were launched to make recommendations for improvement. This report provides a brief historical background, documents Benchmark Steering Team Activities, describes measurement activities including the employee survey and collection of non-survey data. Then a retrospective of past PIT activities is given, which sets the stage for the substantial increase in PIT activity that occurred during the winter of 1998/9. Finally, the report closes with suggestions for future directions in Benchmarking Activity.

A Sufficiency Rating System for Secondary Roads in Iowa, HR-264, 1985

County engineers in Iowa face the dual problems of rapidly escalating costs and a decreasing rate of growth of revenues. Various priority systems are in use, ranking projects for inclusion in road improvement programs, but they generally have weaknesses when used to compare one project with another in a different location. The sufficiency rating system has proven to be a useful tool in developing a priority list of projects for primary road systems, but there are none currently in use for secondary road systems. Some elements of an existing system used for primary roads could be modified for use with secondary roads, but would require extensive changes. The research reported here, sponsored by the Iowa Department of Transportation, was undertaken to develop a sufficiency rating system which could be used for secondary roads in Iowa and to produce the necessary forms and instructions to aid county engineering personnel in their efforts to complete the ratings for roads within their county. If a usable system were available that would yield reasonable results, county engineers would have an additional tool available to assist them in arriving at a defensible road improvement program.

Comparison Between Leaded and Nonleaded Gasoline as Used in Iowa State Highway Commission Vehicles, HR-1002, 1972

The overall objective of this experimental program was to obtain quantitative comparisons between leaded and nonleaded gasolines as used in a variety of Iowa State Highway Connnission vehicles. These quantitative comparisons were to be made in terms of exhaust emissions, maintenance costs and fuel economy.

Iowa Highway Programs, Finances, and Progress, 1951

(a) Iowa has a total of 101,620 miles of rural roads, both primary and secondary. (b) On January 1, 1951, a total of 68,869 miles of these rural roads were surfaced - mostly with gravel and crushed stone. (c) Additional roads are being surfaced at the rate of 2676 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 26.0 per cent from property taxes, 63.5 per cent from road use taxes, 10.5 per cent from Federal aid. (f) Annual income under present laws, available for highway construction, is approximately For primary roads ----------------- $24,000,000 For secondary roads---------------- $41,967,000 (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued. (h) Unobligated available farm to market road funds are rapidly being placed under contract. (i) The letting of highway contracts is increasing rapidly. (j)- Iowa's highway program is estimated to cost $945,000,000 and will require twenty years to build. These are the highlights of Iowa's highway program. The details will follow in succeeding paragraphs.

Iowa Highway Programs, Finances, and Progress, 1952

(a) Iowa has a total of 101,620 miles of rural roads, both primary and secondary. (b) On January 1, 1952, a total of 71,493 miles of these rural roads were surfaced - mostly with gravel and crushed stone. (c) Additional roads are being surfaced at the rate of 2662 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 26.0 per cent from property taxes, 63.5 per cent from road use taxes, 10.5 per cent from Federal aid. (f) Annual income under present laws, available for highway construction, is approximately For primary roads------------------$23,000,000 For secondary roads---------------- 41,967,000 (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued. (h) The surplus of farm to market road funds created during and immediately following the War have now been placed under contract, with only a minimum working balance remaining in the fund. (i) Iowa's highway program was estimated to cost $945,000,000 and to require twenty years to build, by the 1948 Legislative Committee. This estimate would now have to be increased due to price increases and higher required standards. These are the highlights of Iowa's highway program. The details will follow in succeeding paragraphs.

Iowa Highway Program, Finances and Progress, 1954

(a) Iowa has a total of 101,451 miles of rural roads, both primary and secondary. (b) On January 1, l954, a total of 77,024 miles of these rural roads were surfaced - mostly with gravel and crushed stone. This is 5,53l miles greater than on January l, 1952. (c) Additional roads are being surfaced at the rate of 2766 miles per year. (d) Iowa's highway program provides for a surfaced road to every reasonably located rural home and a paved or other type of dustless surface on all primary roads. (e) Iowa's highway funds come 25.4 per cent from property taxes and special taxes......................................$29,708,546.67 63.7 per cent from road use taxes.......... 74,581,080.30 10.6 per cent from Federal Aid (1952 Act).. 12,424,000.00 0.3 per cent from miscellaneous receipts.. 287,922.86 ---- ------------- 100.0 $117,001,549.83 (f) Annual income under present laws, available for highway construction, is approximately, For primary roads $29,420,000.00 For secondary roads $44,328,000.00 In 19_3, $7,299,000 of secondary road construction funds was transferred to the maintenance fund. (g) Iowa's highway improvements are being paid for as built. No new bonds are being issued.

Primary Roads and Their Municipal Extensions, 1949

A discussion of several issues related to road construction, including budget, legislation, maintenance, and pending improvements.

Intercity Bus Route Evaluation for Statewide Planning, 1981

The goal of this research was to evaluate the needs of the intercity common carrier bus service in Iowa. Within the framework of the overall goal, the objectives were to: (1) Examine the detailed operating cost and revenue data of the intercity carriers in Iowa; (2) Develop a model or models to estimate demand in cities and corridors served by the bus industry; (3) Develop a cost function model for estimating a carrier's operating costs; (4) Establish the criteria to be used in assessing the need for changes in bus service; (5) Outline the procedures for estimating route operating costs and revenues and develop a matrix of community and social factors to be considered in evaluation; and (6) Present a case study to demonstrate the methodology. The results of the research are presented in the following chapters: (1) Introduction; (2) Intercity Bus Research and Development; (3) Operating Characteristics of Intercity Carriers in Iowa; (4) Commuter Carriers; (5) Passenger and Revenue Forecasting Models; (6) Operating Cost Relationships; (7) Social and General Welfare Aspects of Intercity Bus Service; (8) Case Study Analysis; and (9) Additional Service Considerations and Recommendations.

Highway Performance and Time-Sensitive Industries, 1998

This report addresses delays to freight shippers. Although the focus is on just-in-time (JIT) businesses, the authors also note that non JIT businesses also suffer delays that impact their productivity. The table of contents lists the following headings: chapter 1 - introduction - a trial application: the Des Moines metropolitan area; structure of the report; chapter 2 - reliability at the forefront of freight transport demand - manufacturing and inventory; just-in-time operations in the U.S.; transportation consequences; summary; chapter 3 - JIT operations in Iowa - survey and sample; trucking activity and service; just-in-time truck transportation in Iowa; assessment of factors affecting truck transportation service; summary and conclusions; chapter 4 - travel time uncertainty induced by incidents - a probabilistic model for incident occurrences and durations; calculation of delay; trial application; conclusions; and chapter 5 - conclusions and recommendations - conclusions; recommendations.

Growth and Public Transportation Investments: Growth Management Strategies to Reduce Transportation Capital Costs In and Near Midwestern Urban Areas, 1995

Transportation and land-use are independent, inter-active systems. Land-use patterns shape local transportation demand, but transportation systems in turn influence land-use patterns. In attempting to satisfy transportation demand created by existing land-use patterns, transportation planners directly, if not always consciously or intentionally, influence future land-use patterns. This study examines that complex relationship. The purpose of the study was threefold: to compile the body of knowledge already existing; to apply this body of knowledge to the context of midsize cities in the Midwest; and, to make the knowledge accessible both to transportation planners and to public officials who make key decisions about land use.

Transportation Policy Strategies for Iowa to Advance the Quality of Life, 2004

Building on the policy directions advanced in the publication "Policy Strategies for Iowa in Making Major Road Investments", this report defines each policy issue and discusses how transportation can play a role in addressing it. Perspectives from several focus group meetings conducted in nine communities in Iowa are discussed. The report also examines available data pertaining to the issues. Finally, the report presents several specific recommendations dealing with issues on economic development, safety, choice of transportation modes, and financing transportation in the future. The recommendations are directed at proving the Iowa Transportation Commission with the best possible insights to be used in making investment decisions that will impact the quality of life in Iowa in future years.