Blueprint

To the heatedly debated nature vs. nurture question, Plomin’s Blueprint gives an unnuanced answer: it is the nature that makes you who you are.  According to the book, DNA explains half of the differences among us, in both physical and psychological traits.  At first glance, this verdict seems to leave at least the other half to the impact of nurture or the environment.  But here is the catch: the environmental effects are not only strongly correlated with DNA, but also unsystematic and unstable.  In other words, there is very little we can do about them. Your weight, for example, is almost 70% heritable (i.e., 70% of the differences in weight among a population come from genetical differences).   To cite another example that many might dismiss as a reductio ad absurdum, even your likelihood of getting a divorce has a heritability of 40%.

These findings have fascinating implications for society at large, especially parenting and education.  For one thing, those who are obsessed with getting their kids into Ivy League should know schools contribute only 2% to educational achievements.   In other words, excellent students produce excellent schools, not the other way around.  More importantly, parents have much less systematic impact on their children’s outcomes than they are led to believe.   Tiger moms should not expect their kids to be “blobs of clay that can be molded however they wish”.   In fact, kids are not even quite a blank canvas on which you can paint your favorite pictures. They are more like a canvas with a blueprint that your paint brush could either refine or ruin.

The book is an easy and enjoyable read, and the DNA literacy it tries to provide is well delivered and much appreciated.  Yet, I was sometimes taken aback by the tacit fatalism in the book. and wondered how it might undermine our commitment to good parenting.  I am also deeply troubled by the prospect of using genomes as a scientific fortune teller, to label and classify human beings at birth.

Nevertheless, the book does convince me that we are all fundamentally shaped by our DNA, more so than any other factors.  To me, this means life is like a constrained optimization problem for which we may choose the objectives but not the constraints.  That is, your free will can still decide where you land, so long as the target is within the feasible set.

Planning EV charging infrastructure

This paper was our first on sustainability-related topics.  As mentioned in the Acknowledgment, it was  inspired by  Professor David Boyce’s 2012 trip from Chicago, IL to Madison, WI.  At the time, he just bought a Nissan Leaf (one of the first successful battery electric vehicle models, with a whooping range  of 70 miles!), and was eager to prove it can be used for long-distance travel.     Due to the limited availability of charging stations back then, however, he was forced to spend one night at a hotel that was less than 20 miles from Madison, turning a four-hour trip to an overnight one.

David’s adventure got me into the EV infrastructure planning, which eventually led to this paper, and a PhD thesis completed by Mehrnaz Ghamami.  The core idea  of this paper is the consideration of the tradeoff between battery cost and charging stations in EV infrastructure planning. That is, from a system point of view, how should social  resources be allocated between manufacturing larger batteries and building more charging facilities?  Check the abstract below for our main findings, and you can also download  Preprint  here.

The paper was published in Transportation Research Part B in 2013.


Abstract: The transition to electric vehicles (EV) faces two major barriers. On one hand, EV batteries are still expensive and limited by range, owing to the lack of technology breakthrough. On the other hand, the underdeveloped supporting infrastructure, particularly the lack of fast refueling facilities, makes EVs unsuitable for medium and long distance travel. The primary purpose of this study is to better understand these hurdles and to develop strategies to overcome them. To this end, a conceptual optimization model is proposed to analyze travel by EVs along a long corridor. The objective of the model is to select the battery size and charging
capacity (in terms of both the charging power at each station and the number of stations needed along the corridor) to meet a given level of service in such a way that the total social cost is minimized. Two extensions of the base model are also considered. The first relaxes the assumption that the charging power at the stations is a continuous variable. The second variant considers battery swapping as an alternative to charging. Our analysis suggests that (1) the current paradigm of charging facility development that focuses on level 2 charging delivers extremely poor level of service; (2) the level 3 charging method is necessary not only to achieve a reasonable level of service, but also to minimize the social cost, (3) investing
on battery technology to reduce battery cost is likely to have larger impacts on reducing the charging cost; and (4) battery swapping promises high level of service, but it may not be socially optimal for a modest level of service, especially when the costs of constructing swapping and charging stations are close.

Pricing carpool rides

The initial idea of the paper was proposed by Ruijie Li, then a visiting student from Southwest Jiaotong University. He read about the mechanism design issues in ride-sharing, and was convinced that more research is needed in this direction.  In this paper we focus on a feature that many ridesharing users care about: the schedule displacement (i.e., the difference between the desired and actual arrival time) in matching.   By assuming the users bid for shared rides by reporting their valuation of the displacement, we are able to analyze the matching and pricing problem using the auction theory, including the well-known VCG scheme.    The paper was published in Transportation Science in 2020.    A preprint may be downloaded here.


Abstract: This paper considers a carpool matching (CaMa) problem in which participants price shared rides based on both operating cost and schedule displacement (i.e, the absolute difference between the desired and actual arrival times). By reporting their valuation of this displacement, each participant in effect bids for every possible shared ride that generates a unique value to her. The CaMa problem can be formulated as a mixed integer program (MIP) that maximizes the social welfare by choosing matching pairs and a departure time for each pair. We show the optimal departure time can be determined for each pair a prior, independent of the matching problem. This result reduces the CaMa problem to a standard bipartite matching problem. We prove that the classical Vickrey-Clarke-Groves (VCG) pricing policy ensures no participant is worse off or has the incentive to misreport their valuation of schedule displacement. To control the large deficit created by the VCG policy, we develop a single-side reward (SSR) pricing policy, which only compensates participants who are forced by the system to endure a schedule displacement. Under the assumption of overpricing tendency (i.e., no participant would want to underreport their value), we show the SSR policy not only generates substantial profits, but also retains the other desired properties of the VCG policy, notably truthful reporting. Even though it cannot rule out underreporting, our simulation experiments confirm that the SSR policy is a robust and deficit-free alternative to the VCG policy. Specifically, we find that (1) underreporting is not a practical concern for a carpool platform as it never reduces the number of matched pairs and its impact on profits is largely negligible; and (2) participants have very little to gain by underreporting their value.

Intellectuals and Society

Professor Sowell’s contempt for “intellectuals” is remarkable.  In his telling, intellectuals create and promote ideas that often harm society gravely; they pretend to master subjects on which they have no more expertise than a layman;  they advocate radical societal  changes to whose disastrous consequences they are neither accountable nor susceptible;  they demand society treat their lofty visions “as axioms to be followed, not as hypothesis to be tested”; they are self-righteous narcissists whose primary preoccupation is to gain and maintain moral hegemony over the mass.  In a nutshell, intellectuals are the “enemy of the people”, to quote Mr. Trump. Or in the words of the Dear Leader from another time, they are the filthy ninth (臭老九) who deserve to be condemned to the lowest rung of society and be continually reeducated by proletariat.

While Sowell’s sweeping denunciation apparently applies to all intellectuals, you need not to read between the lines to understand his real target is left-leaning liberals.  Conservative intellectuals—the likes of Friedman and Hayek—are the good ones.  To borrow a cliché from the gun advocates, only the good guys with ideas can stop the bad guys with ideas.

To be sure, Sowell’s harsh critiques of liberals contain more than a grain of truth. However, as a lifetime intellectual himself, his completely lopsided approach is still puzzling, and sometimes feels personal.   Shockingly, Sowell cannot even bring himself to praise liberals’ support for Civil Rights Act, which prohibits discrimination against his fellow African Americans.  “Even a stopped clock is right twice a day” is how he shrugs off the only good thing he has to say about liberals in the book.