Figure 36

Step 3 analyze mobility situation: STEP UMP has presented most of the analyses before the proposed actions in the second part of the document. It has addressed the perspective of all transport modes and other significant sustainable elements. For instance, in action 19 further development of bike-sharing systems first, it has been presented some study facts:

In 2014 (as at February), Vienna had 116 city bike stations with roughly 2,600 slots. They cover about 12% of the urban area (for comparison: the rate is 78% in Lyon, France). The average distance between stations in Vienna is 700m (compared with 300 m in Paris). The number of stations within a 2 km radius is about 22 in Vienna (whereas it is 123 in Paris). In 2012, the average number of trips per bike and day in Vienna was 1.6 (Barcelona: 7.4).

(Vienna City Administration, 2014a, p. 65)

Then, afterward, STEP UMP reinforced its desire to maintain and expand the bike-sharing systems, followed by showing measures to be carried out on local and regional scales. Therefore, Figure 36 summarizes the STEP UMP analyses from SUMP Cycle Phase 1, where seven activities have been covered, and three others have stayed unclear.

Figure 36. Overview of Vienna STEP UMP s Phase 1 analyses. Source: Author

Although the plan has presented the current mobility situation which most of the time was reinforcing how Vienna is performing well concluding the milestone of the first

phase, it lacks more critical analyses where it would be able to underlie the reasons beyond those current patterns. Thus, the investigations could be considered vague, where the identification of possible data gaps has not been addressed, nor their potential fulfillments.

4.1.2. Phase 2 | Strategy Development

The STEP UMP has shown its strategy process mainly in the first part specifically in two chapters, and In addition, as previously revealed in Chapter 2 (Figure 4), the SUMP cycle Phase 2, Strategy Development, also has three steps, which the summary analyses results have been presented below.

Step 4 build and jointly assess scenarios: STEP UMP has not clearly displayed this step. Although Steps 5 and 6 have presented other strategy components as will be further explained the Viennese plan did not share the future options that may have been raised through their workshops and talks with citizens and stakeholders. However, it does not mean that this step did not happen through its planning process, but rather that its possible scenarios might not have been published in the STEP UMP since some of them have not been selected for it. In other words, to further develop a vision and strategy, it has to consider all possible scenarios to choose the one that fits most into their reality.

Step 5 develop vision and strategy with stakeholders: STEP UMP has adopted a vision called defined as traveling around the city to all people, if possible, without however losing sight of sustainability sustainable overall (Vienna City Administration, 2014a, p. 19). mobility services, represented by one word: fair, healthy, compact, eco-friendly, robust, and efficient. These objects have been better described in the STEP UMP and addressed the primary issues considering all transport modes.

In addition, STEP UMP has stated in its chapter that be incorporated side-by-side with its urban development. Moreover, the plan has also listed strategies that have been established in the STEP UDP, which have been considered

the premises of sustainable mobility development: i. consistent development of areas with high development potentials; ii. high-quality urbanity in all parts of the city; iii. balanced polycentric urban development; iv. multi-functionality as guiding principle; v. more value to ground floor areas; vi. strengthening and developing green area and open space networks; vii. local mobility the interface of urban planning, society, and mobility.

Although STEP UMP has presented its vision and objectives encompassing all transport modes and has stated many times through the document that the participatory approach with citizens and stakeholders has happened throughout the entire process, it was unclear to what extent they have agreed and contributed to the 5

th

Step development. For instance, according to Figure 35, objectives; however, the stakeholders have not participated. Nevertheless, it was unclear if they also participated in the preliminary vision discussions and further agreed on its final version, as the SUMP guidelines recommended, or if it happened only once, in the middle of the process. Hence, it lacked more details regarding the genuine contribution of citizens and stakeholders in this step.

Step 6 set targets and indicators: STEP UMP has defined for all six objectives. For instance, the Eco-friendly impact target has been the Viennese will be reflected in a move away from 72:28 in 2013 to 80% of eco-mobility and 20% of car traffic by 2025. Traffic in Vienna will shift to a modal split with a much large share of eco- (Vienna City Administration, 2014a, p. 22). Afterward, STEP UMP has shown four lists of core indicators, with its definitions, historical values, and strategic targets sought by 2025 (Table 5 is one example). The lists have been split into topics, i.e., mobility behavior (Table 5); mobility services, reachability, and availability of vehicles; transport demand, speeds, and traffic safety; energy and environment.

Therefore, the defined core indicators considered the existing data sources as proposed by the SUMP guidelines which will be able to monitor the progress and envision the accomplishment of the STEP UMP objectives. However, the guidelines have stated the importance of having SMART targets (Specific, Measurable, Achievable, Relevant, and Timebound) for each core indicator, which to a certain extent, STEP UMP has followed. Although it is essential to mention that some of the targets have not been too specific, for