We evaluate the effect of land use regulation on the value of land and on welfare. Our estimates are based on a decomposition of the effects of regulation into three components: an own-lot effect, which reflects the cost of regulatory constraints to the owner of a parcel; an external effect, which reflects the value of regulatory constraints on one's neighbors; a supply effect, which reflects the effect of regulated scarcity of developable land. Using this decomposition, we arrive at a novel strategy for estimating a plausibly causal effect of land use regulation on land value and welfare. This strategy exploits cross-border changes in development, prices, and regulation in regions near municipal borders. Our estimates suggest large negative effects of regulation on the value of land and welfare in these regions.

We estimate the effects of interstate highways on the growth of U.S. cities between 1983 and 2003. We find that a 10% increase in a city's initial stock of highways causes about a 1.5% increase in its employment over this 20 year period. To estimate a structural model of urban growth and transportation, we rely on an instrumental variables estimation that uses a 1947 plan of the interstate highway system, an 1898 map of railroads, and maps of the early explorations of the U.S. as instruments for 1983 highways.

We investigate the effect of lane kilometers of roads on vehicle-kilometers traveled (VKT) in US cities. VKT increases proportionately to roadway lane kilometers for interstate highways and probably slightly less rapidly for other types of roads. The sources for this extra VKT are increases in driving by current residents, increases in commercial traffic, and migration. Increasing lane kilometers for one type of road diverts little traffic from other types of road. We find no evidence that the provision of public transportation affects VKT. We conclude that increased provision of roads or public transit is unlikely to relieve congestion.

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 consider a planner who chooses between two public policies and ask whether a referendum or a cost benefit analysis leads to higher welfare. We find that a referendum leads to higher welfare than a cost benefit analysis in a “common value” environment. Cost benefit analysis is better in a “private value” environment.

We investigate the effect of climate change on population growth in 18th and 19th century Iceland. We find that annual temperature changes help determine the population growth rate in pre-industrial Iceland: a year 1 degree Celsius cooler than average drives down population growth rates by 1.14%. We also find that 18th and 19th century Icelanders adapt to prolonged changes in climate after 20 years. These adaptations reduce the short run effect of annual change in temperature by about 60%. Finally, a 1 degree Celsius sustained decrease in temperature decreases the steady state population by 10% to 26%.

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.

This note corrects an error in an example in Meetings with Costly Participation (AER 90(4), 927-943). It characterizes the set of equilibria for the example under the assumptions in the paper, shows that in all the equilibria an interval of moderate po- sitions is devoid of participants, and provides assumptions under which the result as originally stated is correct.

We study a collective decision-making process in which people interested in an issue may participate, at a cost, in a meeting, and the resulting decision is a compromise among the participants' preferences. We show that the equilibrium number of participants is small and their positions are extreme, and when the compromise is the median, the outcome is likely to be random. The model and its equilibria are consistent with evidence on the procedures and outcomes of U.S. regulatory hearings.

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.