Housing and transportation situation in Vienna

In this study the housing and transportation situation in Vienna, the capital of Austria, is investigated by means of statistics and prognoses as well as comparisons with other provinces of Austria. In 2010 Vienna has seen a rise in its population. According to prognoses this growth will continue during the next few decades. As a result of this development brought about by demographic change, a rise in life expectancy as well as immigration, in Vienna, different to the other Austrian provinces, a further increase in the group of children and young people is to be expected.

A growing population needs additional space, which will raise the demand for flats in
Vienna and intensify housing pressures. An increase in one-person households is foreseeable. Recent trends in housing research point to more flexible forms of living with the option to work from home as well as residential buildings that permit collective forms of housing and may be adapted to specific needs in different stages of life. As the number of single persons, single parents and patchwork families will rise in future, multi-generational housing may be a way to meet the demands of the population. Living exclusively among other older people is not what older people actually prefer, therefore proposals for establishing new forms of housing are made, illustrated by good practice examples.

In addition, mobility patterns, especially of the older generation, are likely to change in the decades to come. Older people will be healthier, which will improve their mobility and thus recreational traffic. However, the rise in life expectancy will also increase the share of older people whose mobility is restricted. The needs of this group have to be taken into account in particular in public areas. Compact structures of urban development help both the youngest and the older members of society lead self-determined lives.

Vienna’s Building Code requires the provision of modern traffic infrastructure, which is compatible with compact urban structures. Both advertising and retail trade have taken into account and oriented the goods of services supplied towards the needs and demands of different lifestyles and situations for a long time already. In future, this will play a more important role also with regard to housing and transportation policies.

Since 2008, it has been obligatory to provide one parking space for each flat that is built in Vienna. As of January 2011 parking space for bicycles will be taken into account to a greater extent. Examples from other cities show different options for sustainable urban development: Basel (Switzerland) and Berlin (Germany) do not have minimum parking spaces for cars but defined an upper limit. In the current housing promotion system, the cost of parking spaces is included in the general building costs, which thus indirectly encourages car ownership. Defining a maximum of admissible parking spaces and abolishing the requirement to build parking spaces would reduce building costs and the need for space, while encouraging neighbourhoods without cars or reduced car use and thus sustainable mobility.

Vienna’s system of public transportation is very good indeed, which is reflected in the
fact that Vienna has smallest share of car ownership and the lowest traffic costs within Austria. In Vienna, people go on foot more often than in the other provinces of Austria. Regarding the share of bicyclists, there is still great potential. Attractive environments as well as good walking and bicycling infrastructures will influence people’s patterns of behaviour towards sustainable mobility.

Compact urban structures reduce car ownership. The advancement of micro means of transport such as bicycles or personal transporters* and car sharing services also contribute to this trend. People’s motivation to use public means of transport is also increased by easy access to stations at short walking distance. Good practice models such as mobility services oriented towards residential locations demonstrate ways for controlling the means of transport used. Structures oriented toward cars may be prevented by means of urban planning of mixed-use neighbourhoods with small-scale units, greater population density and larger shares of green space. Combining
different forms of use permits a greater diversification of services and a balanced provision of public means of transport.

Neighbourhoods without cars or reduced use of cars as well as community bicycle programmes are options for bringing down car ownership rates and encouraging the use of sustainable means of transportation. Having an attractive residential location helps people relate with their neighbourhood. Well frequented ground floor areas characterised by variety will serve this goal. The study also gives examples of projects and measures in other countries that have already shown promising results, and illustrates in which way such a development may be supported.

If different preferences regarding spare time activities are taken into account in one’s place of living, this helps relating to one’s immediate neighbourhood. Attractive public areas at short distance as well as the size and design of green and free space may reduce recreational traffic and increase housing satisfaction. Satisfaction also depends on factors such as the quality and number of community facilities within easy reach as well as access to local amenities and social infrastructure. Other important factors include access to public means of transport, absence of cars, and parking space for bicycles and cars.

Sustainability is of great importance in urban development. The population growth to
be expected will raise housing pressures, which may be met by means of increasing density, attic conversion, use of empty lots and reduction of personal living space (efficient use of space). New site development should be avoided. Local recreational areas, green space and biodiversity will be preserved and prevent a further growth in recreational traffic. The quality of one’s neighbourhood will increase, which in turn reduces suburbanisation.

Since 2006, an energy performance certificate is required for granting subsidies in order to promote energy efficiency in buildings. Linking subsidies for zero energy and passive houses with the urban structure of the neighbourhood, by means of an energy performance certificate for neighbourhoods, permits an assessment of building projects with regard to overall energy need. The energy use of a standard house without a car is smaller than the energy use of a low-energy house plus a car.

Planning and legislation are important influencing factors determining whether, and in which way, urban structures and street areas may become attractive places associated with high quality of life. This study also includes recommendations for regulations, planning and incentives in this regard, illustrated by good practice models.