Chapter 1 fills a gap in the existing urban and transportation economics, which has discussed the sale impacts of proximity to transit and those of congestion pricing as seemingly unrelated phenomena. Using Singapore’s cordon toll model, this paper tests whether a congestion rate hike that went into effect November 1, 2010 can model how an exogenous shock would affect the “premium” paid for a property closer to transit outside the affected cordon areas. Using a differences-in-differences approach with data on residential real estate transactions in 2010 and 2011, there is evidence of a modest increase in the transit premium outside the cordon following the November 1, 2010 toll increase. Chapter 2 reviews the impacts of LA Metro’s GoPass program, which provides free transit to community college students. Using a discrete choice experiment (DCE), students chose between transit and alternative modes across trip scenarios of varying lengths. Analyses from discrete choice models revealed that GoPass participation improved the probability of bus use in the experiment, but not train use, while having a driver’s license decreased the probability of choosing transit. Values of travel time savings (VTTS) ranged from $27 and $54 per hour, while respondents valued WiFi availability between $6 and $7 per trip. Policy simulations demonstrated that modest reductions in travel time on transit yielded considerably larger impacts on mode choice and consumer surplus than zero-fare transit. Nonetheless, a GoPass-style policy intervention was found to be a cost-effective intervention while delivering modest welfare gains of 19 to 60 cents per person per trip. Congestion charges, while they promoted mode shifts away from cars, were found to be welfare-reducing. These findings underscore the role that transit reliability and reductions in travel times play in improving mobility among community college students. Chapter 3 examines how bus use impacts the transmission of the COVID-19 virus in urban areas, focusing on the evolution of the COVID-19 pandemic in Los Angeles County. Using data from the Los Angeles County Metropolitan Transportation Authority on station-level ridership in October 2019, April 2020, and October 2020, station-level ridership was imputed for other months in the study period and then mapped to 231 Countywide Statistical Areas (CSAs) in Los Angeles County, which were used by the Los Angeles Department of Public Health to report community COVID-19 transmission. We obtain CSA-specific COVID-19 case counts between March 16, 2020 and January 31, 2021 to create a monthly panel of bus ridership and COVID-19 cases. After using a dynamic panel regression, the findings provide no evidence that increased ridership levels or trip lengths are associated with higher incidence of COVID-19 at the CSA level in Los Angeles County in the period between June 2020 and January 2021.