We investigate determinants of driving speed in large U.S. cities. We first estimate city-level supply functions for travel in an econometric framework where the supply and demand for travel are explicit. These estimations allow us to calculate an index of driving speed and to rank cities by driving speed. Our data suggest that a congestion tax of about 3.5 cents per kilometer yields welfare gains of about $30 billion per year, that centralized cities are slower, that cities with ring roads are faster, and that the provision of automobile travel in cities is subject to decreasing returns to scale.

We estimate the impact of piped water and sewers on property values in late 19th century Chicago. The cost of sewer construction depends sensitively on imperceptible variation in elevation, and such variation delays water and sewer service to part of the city. This delay provides quasi-random variation for causal estimates. We extrapolate ate estimates from our natural experiment to the area treated with water and sewer service during 1874-1880 using a new estimator. Water and sewer access increases property values by a factor of about 2.8. This suggests that benefits are large relative to: the value of the value of averted mortality, many other infrastructure projects, and construction costs.

We investigate how urban railroad and highway configurations have influenced urban form in Chinese cities since 1990. Each radial highway displaces 4% of central city population to surrounding regions, and ring roads displace about an additional 20%, with stronger effects in the richer coastal and central regions. Each radial railroad reduces central city industrial GDP by about 20%, with ring roads displacing an additional 50%. We provide evidence that radial highways decentralize service sector activity, radial railroads decentralize industrial activity, and ring roads decentralize both. Historical transportation infrastructure provides identifying variation in more recent measures of infrastructure.