The environmental effect of car-free housing: A case in Vienna

A case-control study of the car-free model housing project in Vienna was conducted to evaluate whether people living in this settlement have more [`]sustainable lifestyles' than people living in comparable buildings in Vienna. Another aim was to identify the lifestyle characteristics and household activities which significantly influence the environmental impact of the residents of the car-free housing project and a control group. The control group, referred to as the reference settlement, was chosen from a nearby building complex, with similar characteristics, but without the car-free feature. Household consumption patterns were estimated based on interviews in combination with data from the Austrian consumer expenditure survey and the national accounts. The evaluation of household environmental impacts uses emissions estimates from the Austrian national accounting matrices including environmental accounts and data from life-cycle assessments. Households from the car-free settlement have substantially lower environmental impacts in the categories of ground transportation and energy use; their CO2 emissions of these two categories are less than 50% of those living in the reference settlement. The households in the car-free settlement have somewhat higher emissions in the categories air transport, nutrition, and [`]other' consumption, reflecting the higher income per-capita. As a result, the CO2 emissions are only slightly lower than in the reference settlement, but the emissions intensity is 20% lower. Both household groups have significantly lower environmental impacts than the Austrian average reflecting less car use and cleaner heating energy in Vienna

The Environmental Impacts of Consumption: Research Methods and Driving Forces

The aim of this study is to develop an operational method to determine the direct and indirect environmental impacts of Austrian household's consumption pattern and to apply this method together with social research methods to evaluate the household's consumption pattern of two different settlements. The operational method is set up on the Household Environmental Impact (HEI) assessment based on household interviews, and without conducting a full consumer expenditure survey. The empirical research is designed as a case-control study of the car-free settlement in Vienna and aims to evaluate how the consumption patterns of the inhabitants differ from a 'control group', what that impact has on the environment taking the income (or 'rebound') effect into account, and how the attitudes and social determinants of behavior differ between the two groups. The environmental profile of the household is calculated by using consumer expenditure surveys, information from the national accounting tables (with environmental accounts), from product life cycle assessment, and data from the conducted survey. Survey research on the motivations, preferences, and social factors is used to evaluate the driving forces and social dynamics that determine the environmental profiles of the selected households. Residents in the car-free settlement have changed their daily mobility routines for good. Daily mobility needs are covered by public transport and bicycle. The high importance of the issue "car-use" in the car-free settlement, the fact that car mobility is still a very important topic in the settlement, and the environmentally conscious micro-culture in the car-free settlement contributes to the stabilization of the car-free habit of the tenants. Due to that only people with low car mileage state adequate attitudes, and do have much more car-free friends. Whereas the extremely low car traffic in the car-free settlement could only be partly explained by settlement attributes, there is no empirical indication to explain air traffic. The results show that car-free households have substantially lower environmental impacts in the categories of ground transportation and energy use, their CO2 emissions of these two categories are less than 50% of those of the reference settlement. The car-free households have somewhat higher emissions in the categories air transport, nutrition, and 'other' consumption, reflecting the slightly higher income per-capita. As a result, the CO2 emissions are only slightly lower than in the reference settlement. The research is designed to lay the foundation for policy making through providing tools to determine the environmental impacts of consumption, as well as insight into alternative consumption patterns and factors that shape those patterns

Kapitel 2: Perspektiven zur Analyse und Gestaltung von Strukturen für ein klimafreundliches Leben

Kapitel 2 systematisiert entlang von vier Perspektiven in den Sozialwissenschaften weit verbreitete Theorien zur Analyse und Gestaltung von Strukturen klimafreundlichen Lebens. Das Kapitel möchte Leser_innen des Berichts bewusst machen, mit wie grundlegend unterschiedlichen Zugängen Forscher_innen Strukturen klimafreundlichen Lebens analysieren. Dies ist wichtig, um zu verstehen, dass es nie nur eine, sondern immer mehrere Perspektiven auf Strukturen klimafreundlichen Lebens gibt. Dieses Bewusstsein hilft, die Komplexität der Sozialwissenschaften und damit die Komplexität der Aufgabe – Strukturen für ein klimafreundliches Leben zu gestalten – zu erfassen. Unterschiedliche Zugänge zu sehen, bedeutet auch, ein besseres Verständnis von konfligierenden Problemdiagnosen, Zielhorizonten und Gestaltungsoptionen zu entwickeln und – idealerweise – damit umgehen zu können

Without a ride in car country – A comparison of carless households in Germany and California

One approach to making transportation more sustainable is to transition away from a car-oriented society. Unfortunately, our understanding of the factors that prompt households to voluntarily forgo their motor vehicles is limited. The 2008 Mobility in Germany (MiD) and the 2012 California Household Travel Survey (CHTS) provide an opportunity to start filling this gap by teasing out what built environment and socio-economic variables impact the likelihood that a household is carless (voluntarily or not) in Germany and in California, two car-dependent societies with different carless rates. Results from our generalized structural equation models show that in both Germany and California, households who reside in denser neighborhoods, closer to transit stations, and who have a lower income or fewer children, are more likely to be voluntarily carless. However, households with more education are more likely to be voluntarily carless in Germany, whereas the reverse is true in California. Moreover, employment density and public transit have a higher impact on voluntary carlessness in Germany than in California. Our results also show that different socio-economic groups have substantially different residential location preferences in Germany and in California. These differences may be explained by cultural preferences, historical differences in land use and transportation policies, and by the higher cost of owning a motor vehicle in Germany