Det er generelt veldig interessant i hvilken grad boligetterspørsel reagerer på skift i transporttilbud. Tar gjerne imot tips til gode forskningsartikler som ser på dette med empiriske metoder

The competition authorities could also just have asked any member of the court: 'Have you bought groceries lately? Do those prices look like the result of a price war to you?'

The chains have landed themselves in a nice little nash equilibrium. A given chain recognizes that all other chains are constantly aligning prices to yours, so cutting prices has a low exp. payoff in terms of market share. Increasing prices is the dominant strategy for all.

hear hear! men som djevelens advokat er det vanskelig å se bort fra incentiv-effektene som en minecraft, jurassic rebirth eller lilo & stitch (alle 2025) har på pengefolket. kjip likevekt hvis bare filmer med store brands får store budsjett, mens ingen vil kaste store penger på innovative idéer

mens bergensbanen tar av fra oslo s 45 min forsinket og uten vogn 1, så reisende med pluss-billetter blir plassert i kafévogn og midlertidige plasser i resten av toget

If true, the result would align with the literature on the role of endogenous norms and preferences in societal transitions (eg. Besley & Persson, QJE, 2023 and‪ @linusmattauch.bsky.social++, REE, 2022). Policy is essential for behavioral change but changing norms+prefs shouldn’t be neglected. 7/7‬‬

In otherwise equal traffic situations in Oslo and CPH, say, when car drivers need to check their blind spot while turning right at an intersection, I notice CPH drivers are less likely to make reckless moves—they show more patience with cyclists and wait longer for safe openings. 6/7

(Anecdotal) empirical evidence: cycling in Copenhagen compared to Oslo. There are a LOT more cyclists in CPH, but I feel safer cycling here. The number of uncertain situations between cars and cyclists are minimal compared to Oslo, and a “collaborative” traffic culture is clearly present. 5/7

Secondly, I believe a behavioral effect is present, driven by changes in perceptions and norms about cycling. Car users and cyclists alike shift their travel behaviors, recognizing that greater awareness and coordination in traffic is key to make sure their travel goes smoothly. 4/7

When cycling reaches a critical mass, two effects kick in. Firstly, cities build better cycling infrastructure, that serves as a public good in coordinating traffic. This has a mechanical effect on the number of cycling accidents. 3/7

Theorizing: when cyclists are few, they're a marginal group. Drivers aren’t used to sharing the road with them, creating hazardous conditions. More cyclists initially create more conflicts when behavioral norms are lacking, and driver perceptions about cyclists are based on isolated incidents. 2/7

Og det er det heller ingen parter i denne saken som har påstått.

Kan godt hende det alternativet er bedre, men det betyr ikke at Sørkedal-alternativet ikke har livets rett. Også skal heller ikke byplanleggere ha monopol på en slik avgjørelse.
@jonlien.bsky.social sin tråd om saken oppsummerer egt godt min tolkning.