The Carbon Footprint of Norwegian Household Consumption 1999–2012
By Kjartan Steen‐Olsen, Richard Wood, Edgar G. Hertwich. 2016
185 citations recorded by the source corpus.
View Paper: https://www.semanticscholar.org/paper/5150743bb945c59eb67db784eb9d45acea2771e6
How researchers see this paper
The researchers whose trusted networks rank it highest, strongest advocate first. Every researcher gets a different order.
- Richard Wood
- D. Ivanova
- Konstantin Stadler
- Manfred Lenzen
- S. Giljum
- Arnold Tukker
- Edgar G. Hertwich
- S. Lutter
Citations in the corpus
- Growth in Environmental Footprints and Environmental Impacts Embodied in Trade: Resource Efficiency Indicators from EXIOBASE3 (2018, background): “This could be the result of the shift in products consumed, from higher-priced clothes and footwear to a higher volume of cheaper goods produced in sweatshops (cf. Steen-Olsen et al. 2016) and higher availability and lower prices of goods, such as electronics.”
- Mapping the carbon footprint of EU regions (2017, methodology): “Several reconciliation steps were necessary for the CES-MRIO matching (Steen-Olsen et al 2016).”
- The unequal distribution of household carbon footprints in Europe and its link to sustainability (2020, methodology): “, 2015), with existing studies focusing on a single country or region (Büchs & Schnepf, 2013; Gill & Moeller, 2018; Girod & De Haan, 2010) or aggregated units of analysis such as income groups (Steen-Olsen et al., 2016; Wiedenhofer et al., 2016), regions and countries (Dubois et al.”
- Carbon footprints of 13 000 cities (2018, background): “…have reported that income is a useful predictor of an individual’s CF, explaining at least 50% of the variation in footprint (Ivanova et al 2015, Steen-Olsen et al 2016, Weisz and Steinberger 2010), and furthermore even at high levels of income there is no clear evidence that household CF…”
- Environmental Impact Assessment of Household Consumption (2016, background): “For instance, low-income households are generally characterized by lower car ownership rates; hence, they are more likely to resort to low-carbon alternatives, such as public transportation and cycling (Steen-Olsen et al. 2016).”