Targeted transfer programs for poor citizens have become increasingly common in the developing world. Yet, a common concern among policy-makers and citizens is that such programs tend to discourage work. We re-analyze the data from seven randomized controlled trials of government-run cash transfer programs in six developing countries throughout the world, and find no systematic evidence that cash transfer programs discourage work.

Stochastic best response models provide sharp predictions about equilibrium selection when the noise level is arbitrarily small. The difficulty is that, when the noise is extremely small, it can take an extremely long time for a large population to reach the stochastically stable equilibrium. An important exception arises when players interact locally in small close-knit groups; in this case convergence can be rapid for small noise and an arbitrarily large population. We show that a similar result holds when the population is fully mixed and there is no local interaction. Moreover, the expected waiting times are comparable to those in local interaction models.

Targeted transfer programs for poor citizens have become increasingly common in the developing world. Yet, a common concern among policy makers -both in developing as well as developed countries -is that such programs tend to discourage work. We re-analyze the data from 7 randomized controlled trials of government-run cash transfer programs in six developing countries throughout the world, and find no systematic evidence that cash transfer programs discourage work.

Widespread use of single-occupancy cars often leads to traffic congestion. Using anonymized traffic speed data from Android phones collected through Google Maps, we investigated whether high-occupancy vehicle (HOV) policies can combat congestion. We studied Jakarta's "three-in-one" policy, which required all private cars on two major roads to carry at least three passengers during peak hours. After the policy was abruptly abandoned in April 2016, delays rose from 2.1 to 3.1 minutes per kilometer (min/km) in the morning peak and from 2.8 to 5.3 min/km in the evening peak. The lifting of the policy led to worse traffic throughout the city, even on roads that had never been restricted or at times when restrictions had never been in place. In short, we find that HOV policies can greatly improve traffic conditions.

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