Many cities aim to reduce the number and use of private cars in urban areas in order to create more space for other means of transport and also to create free space for other activities. Many experts argue that without a certain degree of "social acceptance" of measures to reduce the number of private cars, no real transition of the current mobility sector towards more sustainable urban mobility is to be expected - despite many new, digitally supported mobility offers. How this social acceptance can be achieved in concrete terms, however, still needs to be researched.

In the project outlined here, it is assumed that mobility behavior is closely linked to the way people organize their daily lives and thus to their social networks. Changes in mobility patterns therefore often not only concern the choice of transport itself, but also affect other everyday activities such as shopping or leisure activities, or are dependent on them. In order to understand the stability and changeability of mobility patterns through innovations and interventions, the interrelationships between everyday life and mobility behavior must be examined more closely. These correlations should then also be relevant for social acceptance of measures to reduce car traffic.

The concept of acceptance is multifaceted in science, but usually assumes that people are willing to accept changes due to certain advantages, although these are associated with possible restrictions. This leads to the assumption that measures that are perceived by residents as urban development upgrades and thus as an improvement in the quality of life in the urban district will increase the acceptance of restrictive measures for car traffic

Against this background, the project will conduct interviews with inhabitants of the eastern part of Karlsruhe with the following central questions.

1. How do new mobility services fit in with the everyday configurations of citizens, and what changes in behaviour could such services lead to?
2. What importance does the design of the urban district have for the choice of residential location and the perceived quality of life of the citizens?
3. To what extent do urban development upgrades increase the acceptance of restrictions on cars (especially the removal/relocation of parking spaces) among citizens?

The following two population groups will be interviewed:

1. Younger adults without children, for whom it can be assumed that they have a relatively high degree of freedom in organizing their everyday life.
2. Adults with children of primary school age or younger, who can be assumed to have relatively limited freedom in organizing their daily lives.

Visualizations with possible future situations in the eastern part of Karlsruhe are used, which are consciously strong and clearly chosen.

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