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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Azam Mahdipour; Mojgan Zaeimdar; Mohammad Sadegh Sekhavatjou; Sayed Ali Jozi;

    Background: This study aimed to investigate the concentrations of heavy metals bound to airborne Particulate Matter (PM) in high-traffic districts of Tehran, Iran, and to determine the carcinogenic risk and Hazard Quotient (HQ) of these metals using a descriptive-applied method. Methods: Six indoor/outdoor stations were established in three high-traffic districts of Tehran. Each station was sampled with six replicates in winter 2018 (36 samples in total). After extracting the metals from fiberglass filters by acid digestion based on the ASTM (the American Society for Testing and Materials method), the concentrations of heavy metals were determined by an Inductively Coupled Plasma (ICP-OES) device. The human health risk was evaluated according to the US EPA (Environmental Protection Agency) standard method. The obtained data were analyzed by the Spearman correlation and Multivariate Analysis of Variance (MANOVA) in SPSS. Results: Districts 2, 3, and then 15 were the most high-traffic areas of Tehran in descending order. Average heavy metal concentrations were detected in order of Al>Fe>Pb>Mn>Cu>Zn>Cr>As>Ni>Cd. Also, the heavy metals concentrations were significantly different between indoor and outdoor environments. The correlations between heavy metal concentrations, carcinogenic risk, and HQ were significant in all three districts (P<0.05). Mean carcinogenic risk variables, HQ levels, and heavy metal concentrations in all three regions were in order of districts 15>2>3 and outdoors>indoors. Conclusion: Based on the results, serious measures are recommended to control traffic congestion in Tehran to prevent cancer risk and other health hazards caused by heavy metal bonded TSP (total suspended particulate matter).

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    Article . 2021
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    https://doi.org/10.32598/jaehr...
    Article . 2121 . Peer-reviewed
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Kilcioglu, Beril;

    This dissertation is composed of three essays which study corporate ownership and control. The first essay revisits Azar et al. (2018a), where authors use evidence from the U.S. airline industry to substantiate the claim that common ownership -the simultaneous ownership of equity of competing companies by the same investor- leads to reduced competition. Their main results overstate common ownership since they assume pre-bankruptcy equity holdings to be continued during bankruptcy, which affects 28 out of 56 quarters of their analysis. First, I replicate their results in the extended sample (2001Q1-2017Q4) and find that increased common ownership is associated with a 6.18% increase in the average air fares when shareholders are assumed to hold their pre-petition shares and retain their pre-petition control rights. Then, I address the challenge of accounting for the multiple periods in which major airlines went through bankruptcies and investigate and show that the anti-competitive effect declines to 3.86% when index funds are forced to sell bankrupt shares, and it is neither economically large nor statistically significant when all shareholders lose their pre-petition control rights. In the second essay, I study the simultaneous ownership of equity of competing companies by the same investor, i.e., common ownership, in 39,867 publicly listed corporations in 125 countries between 2000-2020. I construct a global data set to document the prevalence of common ownership in multiple forms, including i) common ownership by asset managers; ii) crossholdings between competing corporations; iii) business groups. Almost half of the world’s publicly listed firms have a common owner, and both the measures of common ownership and the types of common owners are heterogeneous across countries. I study the relationship between common ownership and market power. In the pooled sample, firm markups increase with the size of common ownership. This increase is even higher when common ownership across industries is accounted for. When direct shareholdings are analysed, common ownership is more prevalent in Europe and the U.S., mainly attributable to direct ownership by asset managers. Product market regulation does not seem to reduce the anti-competitive effects of common ownership. When ultimate ownership is included, we observe more concentration of ownership in Asia and outside Western Europe; but in those countries we observe less common ownership within an industry and more common ownership across industries. As a result, common ownership in those countries presents less of a threat to competition. The third essay is joint work with Julian Franks and Elias Papaioannou that reveals the activity in the market for corporate control to be much higher than the extant literature reports. We employ big data techniques and undertake a massive data collection and cleaning task to trace the ultimate owners of world’s listed corporations in 2007, 2012 and 2019. We observe the evolution of corporate control in the balanced sample of 14,346 corporations in 95 countries. Although corporate control is persistent and stable across time, transitions between seven corporate control categories (widely held without blockholders, widely held with blockholders, government-controlled, family-controlled, bank-controlled, controlled by a non-bank financial firm, other-controlled) and changes in the ultimate owner are pervasive. We quantify “corporate control mobility” as the total percentage of firms that have gone through a change in control. There is an active market for corporate control: 21% of the global sample of listed firms transition from widely held to controlled and vice versa. The mobility is far more pronounced between control categories: 36.6% move across seven subcategories, and more than 40% change ultimate owners. Corporate control mobility is persistent throughout the sample and across geographical regions.

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  • Authors: Seth, Gunjan;

    This thesis focuses on the resolution of financial distress and bankruptcy and comprises of three chapters in this area. The underlying theme across these chapters is to understand and quantify the direct and indirect costs of distress, as well as innovations in bankruptcy resolution that might improve the overall efficiency of asset allocation in the economy. The first chapter investigates the role of rights offerings as a new market-based mechanism in resolving valuation uncertainties in U.S. Chapter 11 reorganizations. Using hand-collected data on these offerings, I document three novel facts: (i) in the last decade, they have been used to finance 45% of bankruptcy filings, (ii) hedge funds or private equity firms generally proposed them, and (iii) their occurrence is highly correlated with the performance of the stock market. In an instrumental variable setting, I find that compared with other sources of financing, rights offerings are associated with higher recovery rates, shorter time spent in Chapter 11, and lower bankruptcy refiling rates. They also allow firms to access new capital without resorting to asset liquidations, which are value reducing. Overall, these findings suggest that by alleviating key bargaining frictions in the bankruptcy process, rights offerings may improve the efficiency of resource allocation in the economy. The second chapter decomposes the raw fire sale discount into a quality component, a misallocation component, and a residual liquidity component. We find that distressed airlines undermaintain their fleets and, this quality impairment explains half of the discount. We find no evidence of misallocation to lower productivity users. While the raw discounts are much larger for Chapter 7 than Chapter 11 transactions, the difference is largely explained by longer periods of under-maintenance and consequently lower quality of aircraft sold in Chapter 7. The evidence suggests that the magnitude of welfare losses associated with fire sales are likely to be overstated. The third chapter explores whether sophisticated bankruptcy procedures are required to mitigate coordination failures and fire sale discounts arising from financial distress. The shipping industry provides a unique laboratory for examining the limits of Coase for resolving financial distress since the industry is largely detached from sovereign bankruptcy procedures. We find that 2 private contracts and institutions have evolved to resolve coordination failures: for example, we find a low incidence of vessel seizures, ports that compete to enforce creditor rights, and small fire sale discounts. However, we report significant spillovers of financial distress for other stakeholders, particularly environmental, who bear the costs of under-maintained vessels, including oil spills, and abandonment of derelict ships, which end up in toxic breaker yards.

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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Yida Ding; Kai Wang; Lei Zhang; Xiaobo Qu;
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    Communications in Transportation Research
    Article . 2024 . Peer-reviewed
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      Communications in Transportation Research
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  • Authors: Hannah Younes; Clinton Andrews; Robert B. Noland; Jiahao Xia; +5 Authors

    We analyze the effect of a bicycle lane on traffic speeds. Computer vision techniques are used to detect and classify the speed and trajectory of over 9,000 motor-vehicles at an intersection that was part of a pilot demonstration in which a bicycle lane was temporarily implemented. After controlling for direction, hourly traffic flow, and the behavior of the vehicle (i.e., free-flowing or stopped at a red light), we found that the effect of the delineator-protected bicycle lane (marked with traffic cones and plastic delineators) was associated with a 28 % reduction in average maximum speeds and a 21 % decrease in average speeds for vehicles turning right. For those going straight, a smaller reduction of up to 8 % was observed. Traffic moving perpendicular to the bicycle lane experienced no decrease in speeds. Painted-only bike lanes were also associated with a small speed reduction of 11–15 %, but solely for vehicles turning right. These findings suggest an important secondary benefit of bicycle lanes: by having a traffic calming effect, delineated bicycle lanes may decrease the risk and severity of crashes for pedestrians and other road users.

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    Authors: Lukács, Réka; Guillong, Marcel; Szepesi, János; Szymanowski, Dawid; +9 Authors

    Highlights • Four rhyolitic explosive eruption events were distinguished from 13.1 Ma to 11.6 Ma. • Silicic volcanism occurred at termination of subduction in a thinning lithosphere. • Rhyolites show extreme magma differentiation and reduced-dry character. • Zircon trace element and Hf isotope fingerprint is an effective correlation tool. Abstract The Tokaj Mts. volcanism occurred in a thinning continental lithosphere regime at the final stage of the subduction process. Using high-precision zircon U-Pb dating, four major explosive eruption events were distinguished. Among them the 13.1 Ma Sátoraljaújhely and the 12.0 Ma Szerencs eruptions could have yielded large amount of volcanic material (possibly > 100 km3) and they were associated with caldera collapse as shown by the several hundred-metre-thick pyroclastic deposits and the long (>100 km) runout pyroclastic flow in case of the 13.1 Ma eruption. The 12.3 Ma Hegyköz and the 11.6 Ma Vizsoly eruptions were relatively smaller. The volcanic products can be readily distinguished by zircon and glass trace elements and trace element ratios, which can be used for fingerprinting and to correlate with distal deposits. The Rb, Ba, Sr content and strong negative Eu-anomaly of the glasses reflect extreme crystal fractionation, particularly for the Szerencs rhyolitic magma. The silicic volcanic products of the Tokaj Mts. show compositional similarities with the so-called ‘dry–reduced–hot’ rhyolite type consistent with an origin in an extensional environment, where the primary magmas were formed by near-adiabatic decompression melting in the mantle with subordinate fluid flux. In contrast, some of the older Bükkalja rhyolitic magmas evolved via more hydrous evolutionary paths, where amphibole played a role in the control of the trace element budget. The significant increase of zircon ε Hf values from −8.8 to + 0.2 in the rhyolitic pyroclastic rocks of Tokaj Mts. with time implies that mantle-derived magmas became more dominant. This can be explained by the specific tectonic setting, i.e. the final stage of subduction when the descending subducted slab became almost vertical, which exerted a pull in the upper lithosphere leading to thinning and accelerated subsidence as well as asthenospheric mantle flow just before the slab detachment.

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    Authors: Kim Carlotta von Schönfeld;

    Experimentation, and street experiments in particular, have led to considerable academic and policy advances in sustainable and inclusive (mobility) planning over the past years. With increased popularity and confidence, the street experiments field has recently begun to turn to in-depth discussions on design and upscaling, more than questions of its own legitimacy or relevance. This commentary nevertheless explores four recurring critiques of (street) experimentation and proposes how looking more deeply at them might empower, rather than weaken, such initiatives. Engaging with these critiques is therefore not meant as a renewed criticism, per se, of (street) experiments. Rather, it recognizes that getting into the technicalities and specific designs and elements that might improve street experiments and their capacity to impact change advances knowledge in the field, but argues that advocates must not forget some key baseline critiques they might face - and be ready to either defend or amend their choices accordingly. This commentary is a call to be more creative and less conforming, and to come back again to the deeper motivations for what (street) experiments are meant to do; or develop a better understanding of those motivations. This commentary also leaves open questions that will require further research. Disconfirming some of the hypotheses emerging here would be no less interesting than confirming them. I hope the readers will thus see this commentary as an invitation for debating and exploring these critiques and reflections further.

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    Journal of Urban Mobility
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      Journal of Urban Mobility
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  • Authors: Luis Vásquez; Rodrigo Mora; Giovanni Vecchio; Ignacio Tiznado-Aitken;

    The COVID-19 pandemic triggered significant changes in sustainable mobility in many large and well-known cities of the Global North, such as Paris, Milan or New York. Soon, various large Latin American cities followed suit, taking advantage of this global trend that included significant street experiments. However, it is less clear how these changes affected intermediate cities in this large region and how the population perceived these changes.This paper analyzes the series of street experiments developed in Chilean intermediate cities during the COVID-19 pandemic. We intend to analyze to what extent intermediate cities have engaged in street experimentations and to examine the perceptions associated to street experiments. To this purpose, we surveyed public officials from Chilean intermediate cities and then focused on examining the street experiments developed in Quilpué, a city located 125 km west of Santiago.The results showed that 9 of the 10 intermediate cities surveyed carried out interventions, with the emergency bicycle lane being the most frequent measure, followed by the widening of sidewalks. These were located in areas of high pedestrian flows and were mostly financed by own funds and ministerial funds. However, the main difficulty encountered was budgetary. In the case of Quilpué, shopkeepers have a rather negative view of the process, which was perceived as not very inclusive and participatory, with harmful consequences for the operation of their businesses. These results show that, to be more successful and gain long-term recognition, street experiments should pay more attention to community involvement, especially in small urban areas with deep-rooted auto-centric ways of thinking.

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    Authors: Liang Ma; Yu Dong; Ning Li; Wengang Yan; +13 Authors
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    eTransportation
    Article . 2024 . Peer-reviewed
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    Authors: Hongyao Wang; Song Duan; Yun Zheng; Lanting Qian; +6 Authors
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Azam Mahdipour; Mojgan Zaeimdar; Mohammad Sadegh Sekhavatjou; Sayed Ali Jozi;

    Background: This study aimed to investigate the concentrations of heavy metals bound to airborne Particulate Matter (PM) in high-traffic districts of Tehran, Iran, and to determine the carcinogenic risk and Hazard Quotient (HQ) of these metals using a descriptive-applied method. Methods: Six indoor/outdoor stations were established in three high-traffic districts of Tehran. Each station was sampled with six replicates in winter 2018 (36 samples in total). After extracting the metals from fiberglass filters by acid digestion based on the ASTM (the American Society for Testing and Materials method), the concentrations of heavy metals were determined by an Inductively Coupled Plasma (ICP-OES) device. The human health risk was evaluated according to the US EPA (Environmental Protection Agency) standard method. The obtained data were analyzed by the Spearman correlation and Multivariate Analysis of Variance (MANOVA) in SPSS. Results: Districts 2, 3, and then 15 were the most high-traffic areas of Tehran in descending order. Average heavy metal concentrations were detected in order of Al>Fe>Pb>Mn>Cu>Zn>Cr>As>Ni>Cd. Also, the heavy metals concentrations were significantly different between indoor and outdoor environments. The correlations between heavy metal concentrations, carcinogenic risk, and HQ were significant in all three districts (P<0.05). Mean carcinogenic risk variables, HQ levels, and heavy metal concentrations in all three regions were in order of districts 15>2>3 and outdoors>indoors. Conclusion: Based on the results, serious measures are recommended to control traffic congestion in Tehran to prevent cancer risk and other health hazards caused by heavy metal bonded TSP (total suspended particulate matter).

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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Kilcioglu, Beril;

    This dissertation is composed of three essays which study corporate ownership and control. The first essay revisits Azar et al. (2018a), where authors use evidence from the U.S. airline industry to substantiate the claim that common ownership -the simultaneous ownership of equity of competing companies by the same investor- leads to reduced competition. Their main results overstate common ownership since they assume pre-bankruptcy equity holdings to be continued during bankruptcy, which affects 28 out of 56 quarters of their analysis. First, I replicate their results in the extended sample (2001Q1-2017Q4) and find that increased common ownership is associated with a 6.18% increase in the average air fares when shareholders are assumed to hold their pre-petition shares and retain their pre-petition control rights. Then, I address the challenge of accounting for the multiple periods in which major airlines went through bankruptcies and investigate and show that the anti-competitive effect declines to 3.86% when index funds are forced to sell bankrupt shares, and it is neither economically large nor statistically significant when all shareholders lose their pre-petition control rights. In the second essay, I study the simultaneous ownership of equity of competing companies by the same investor, i.e., common ownership, in 39,867 publicly listed corporations in 125 countries between 2000-2020. I construct a global data set to document the prevalence of common ownership in multiple forms, including i) common ownership by asset managers; ii) crossholdings between competing corporations; iii) business groups. Almost half of the world’s publicly listed firms have a common owner, and both the measures of common ownership and the types of common owners are heterogeneous across countries. I study the relationship between common ownership and market power. In the pooled sample, firm markups increase with the size of common ownership. This increase is even higher when common ownership across industries is accounted for. When direct shareholdings are analysed, common ownership is more prevalent in Europe and the U.S., mainly attributable to direct ownership by asset managers. Product market regulation does not seem to reduce the anti-competitive effects of common ownership. When ultimate ownership is included, we observe more concentration of ownership in Asia and outside Western Europe; but in those countries we observe less common ownership within an industry and more common ownership across industries. As a result, common ownership in those countries presents less of a threat to competition. The third essay is joint work with Julian Franks and Elias Papaioannou that reveals the activity in the market for corporate control to be much higher than the extant literature reports. We employ big data techniques and undertake a massive data collection and cleaning task to trace the ultimate owners of world’s listed corporations in 2007, 2012 and 2019. We observe the evolution of corporate control in the balanced sample of 14,346 corporations in 95 countries. Although corporate control is persistent and stable across time, transitions between seven corporate control categories (widely held without blockholders, widely held with blockholders, government-controlled, family-controlled, bank-controlled, controlled by a non-bank financial firm, other-controlled) and changes in the ultimate owner are pervasive. We quantify “corporate control mobility” as the total percentage of firms that have gone through a change in control. There is an active market for corporate control: 21% of the global sample of listed firms transition from widely held to controlled and vice versa. The mobility is far more pronounced between control categories: 36.6% move across seven subcategories, and more than 40% change ultimate owners. Corporate control mobility is persistent throughout the sample and across geographical regions.

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  • Authors: Seth, Gunjan;

    This thesis focuses on the resolution of financial distress and bankruptcy and comprises of three chapters in this area. The underlying theme across these chapters is to understand and quantify the direct and indirect costs of distress, as well as innovations in bankruptcy resolution that might improve the overall efficiency of asset allocation in the economy. The first chapter investigates the role of rights offerings as a new market-based mechanism in resolving valuation uncertainties in U.S. Chapter 11 reorganizations. Using hand-collected data on these offerings, I document three novel facts: (i) in the last decade, they have been used to finance 45% of bankruptcy filings, (ii) hedge funds or private equity firms generally proposed them, and (iii) their occurrence is highly correlated with the performance of the stock market. In an instrumental variable setting, I find that compared with other sources of financing, rights offerings are associated with higher recovery rates, shorter time spent in Chapter 11, and lower bankruptcy refiling rates. They also allow firms to access new capital without resorting to asset liquidations, which are value reducing. Overall, these findings suggest that by alleviating key bargaining frictions in the bankruptcy process, rights offerings may improve the efficiency of resource allocation in the economy. The second chapter decomposes the raw fire sale discount into a quality component, a misallocation component, and a residual liquidity component. We find that distressed airlines undermaintain their fleets and, this quality impairment explains half of the discount. We find no evidence of misallocation to lower productivity users. While the raw discounts are much larger for Chapter 7 than Chapter 11 transactions, the difference is largely explained by longer periods of under-maintenance and consequently lower quality of aircraft sold in Chapter 7. The evidence suggests that the magnitude of welfare losses associated with fire sales are likely to be overstated. The third chapter explores whether sophisticated bankruptcy procedures are required to mitigate coordination failures and fire sale discounts arising from financial distress. The shipping industry provides a unique laboratory for examining the limits of Coase for resolving financial distress since the industry is largely detached from sovereign bankruptcy procedures. We find that 2 private contracts and institutions have evolved to resolve coordination failures: for example, we find a low incidence of vessel seizures, ports that compete to enforce creditor rights, and small fire sale discounts. However, we report significant spillovers of financial distress for other stakeholders, particularly environmental, who bear the costs of under-maintained vessels, including oil spills, and abandonment of derelict ships, which end up in toxic breaker yards.

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    Authors: Yida Ding; Kai Wang; Lei Zhang; Xiaobo Qu;
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    Communications in Transportation Research
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      Communications in Transportation Research
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  • Authors: Hannah Younes; Clinton Andrews; Robert B. Noland; Jiahao Xia; +5 Authors

    We analyze the effect of a bicycle lane on traffic speeds. Computer vision techniques are used to detect and classify the speed and trajectory of over 9,000 motor-vehicles at an intersection that was part of a pilot demonstration in which a bicycle lane was temporarily implemented. After controlling for direction, hourly traffic flow, and the behavior of the vehicle (i.e., free-flowing or stopped at a red light), we found that the effect of the delineator-protected bicycle lane (marked with traffic cones and plastic delineators) was associated with a 28 % reduction in average maximum speeds and a 21 % decrease in average speeds for vehicles turning right. For those going straight, a smaller reduction of up to 8 % was observed. Traffic moving perpendicular to the bicycle lane experienced no decrease in speeds. Painted-only bike lanes were also associated with a small speed reduction of 11–15 %, but solely for vehicles turning right. These findings suggest an important secondary benefit of bicycle lanes: by having a traffic calming effect, delineated bicycle lanes may decrease the risk and severity of crashes for pedestrians and other road users.

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    Authors: Lukács, Réka; Guillong, Marcel; Szepesi, János; Szymanowski, Dawid; +9 Authors

    Highlights • Four rhyolitic explosive eruption events were distinguished from 13.1 Ma to 11.6 Ma. • Silicic volcanism occurred at termination of subduction in a thinning lithosphere. • Rhyolites show extreme magma differentiation and reduced-dry character. • Zircon trace element and Hf isotope fingerprint is an effective correlation tool. Abstract The Tokaj Mts. volcanism occurred in a thinning continental lithosphere regime at the final stage of the subduction process. Using high-precision zircon U-Pb dating, four major explosive eruption events were distinguished. Among them the 13.1 Ma Sátoraljaújhely and the 12.0 Ma Szerencs eruptions could have yielded large amount of volcanic material (possibly > 100 km3) and they were associated with caldera collapse as shown by the several hundred-metre-thick pyroclastic deposits and the long (>100 km) runout pyroclastic flow in case of the 13.1 Ma eruption. The 12.3 Ma Hegyköz and the 11.6 Ma Vizsoly eruptions were relatively smaller. The volcanic products can be readily distinguished by zircon and glass trace elements and trace element ratios, which can be used for fingerprinting and to correlate with distal deposits. The Rb, Ba, Sr content and strong negative Eu-anomaly of the glasses reflect extreme crystal fractionation, particularly for the Szerencs rhyolitic magma. The silicic volcanic products of the Tokaj Mts. show compositional similarities with the so-called ‘dry–reduced–hot’ rhyolite type consistent with an origin in an extensional environment, where the primary magmas were formed by near-adiabatic decompression melting in the mantle with subordinate fluid flux. In contrast, some of the older Bükkalja rhyolitic magmas evolved via more hydrous evolutionary paths, where amphibole played a role in the control of the trace element budget. The significant increase of zircon ε Hf values from −8.8 to + 0.2 in the rhyolitic pyroclastic rocks of Tokaj Mts. with time implies that mantle-derived magmas became more dominant. This can be explained by the specific tectonic setting, i.e. the final stage of subduction when the descending subducted slab became almost vertical, which exerted a pull in the upper lithosphere leading to thinning and accelerated subsidence as well as asthenospheric mantle flow just before the slab detachment.

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    Authors: Kim Carlotta von Schönfeld;

    Experimentation, and street experiments in particular, have led to considerable academic and policy advances in sustainable and inclusive (mobility) planning over the past years. With increased popularity and confidence, the street experiments field has recently begun to turn to in-depth discussions on design and upscaling, more than questions of its own legitimacy or relevance. This commentary nevertheless explores four recurring critiques of (street) experimentation and proposes how looking more deeply at them might empower, rather than weaken, such initiatives. Engaging with these critiques is therefore not meant as a renewed criticism, per se, of (street) experiments. Rather, it recognizes that getting into the technicalities and specific designs and elements that might improve street experiments and their capacity to impact change advances knowledge in the field, but argues that advocates must not forget some key baseline critiques they might face - and be ready to either defend or amend their choices accordingly. This commentary is a call to be more creative and less conforming, and to come back again to the deeper motivations for what (street) experiments are meant to do; or develop a better understanding of those motivations. This commentary also leaves open questions that will require further research. Disconfirming some of the hypotheses emerging here would be no less interesting than confirming them. I hope the readers will thus see this commentary as an invitation for debating and exploring these critiques and reflections further.

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    Journal of Urban Mobility
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      Journal of Urban Mobility
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  • Authors: Luis Vásquez; Rodrigo Mora; Giovanni Vecchio; Ignacio Tiznado-Aitken;

    The COVID-19 pandemic triggered significant changes in sustainable mobility in many large and well-known cities of the Global North, such as Paris, Milan or New York. Soon, various large Latin American cities followed suit, taking advantage of this global trend that included significant street experiments. However, it is less clear how these changes affected intermediate cities in this large region and how the population perceived these changes.This paper analyzes the series of street experiments developed in Chilean intermediate cities during the COVID-19 pandemic. We intend to analyze to what extent intermediate cities have engaged in street experimentations and to examine the perceptions associated to street experiments. To this purpose, we surveyed public officials from Chilean intermediate cities and then focused on examining the street experiments developed in Quilpué, a city located 125 km west of Santiago.The results showed that 9 of the 10 intermediate cities surveyed carried out interventions, with the emergency bicycle lane being the most frequent measure, followed by the widening of sidewalks. These were located in areas of high pedestrian flows and were mostly financed by own funds and ministerial funds. However, the main difficulty encountered was budgetary. In the case of Quilpué, shopkeepers have a rather negative view of the process, which was perceived as not very inclusive and participatory, with harmful consequences for the operation of their businesses. These results show that, to be more successful and gain long-term recognition, street experiments should pay more attention to community involvement, especially in small urban areas with deep-rooted auto-centric ways of thinking.

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    Authors: Liang Ma; Yu Dong; Ning Li; Wengang Yan; +13 Authors
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    Authors: Hongyao Wang; Song Duan; Yun Zheng; Lanting Qian; +6 Authors
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