Habit,information acquisition,and the process of making travel mode choices

Three studies examined the role of habit on information acquisition concerning travel mode choices. On the basis of Triandis' (1980) model of attitude–behaviour relations it was expected that habit strength attenuates the elaborateness of choice processes. The studies focused on different phases in the choice process, namely the appreciation of situational cues and appreciation of choice option information. In line with expectations, it was found that, compared to weak habit participants, those who had a strong habit towards choosing a particular travel mode acquired less information and gave evidence of less elaborate choice strategies. It was attempted to break effects of habit by manipulating either accountability demands or level of attention. Although accountability demands raised the level of information acquisition, no interactions with habit were found. Enhanced attention to the choice process initially did override habit effects in a series of choice trials. However, in spite of this manipulation, chronic habit effects emerged during later trials. The results demonstrate the profound effects that habit may have on the appreciation of information about choice situations and choice options. ©1997 John Wiley & Sons, Ltd.     

Users of different travel modes differ in journey satisfaction and habit strength but not environmental worldviews: A large-scale survey of drivers,walkers, bicyclists and bus users commuting to a UK university

People who travel to the same university workplace by bicycle, bus, car, and walking were compared in a survey (N = 1609). Data are presented on environmental worldviews, journey affective appraisals, and habit strength. Unexpectedly, findings showed comparable levels of environmental worldview across modes. This might reflect the role of attitudes on behaviour, or question the validity of the established environmental worldview scale used here. Results also replicated previous work on affective appraisal, and suggested that whilst walking, bicycling and bus use have distinctive affective appraisals associated with each mode, car driving was affectively neutral, generating no strong response on any dimension – a finding tentatively explained with reference to the normative status of driving. The survey also showed users of active travel modes reported stronger habit strength than car or public transport users, with possible links to the role of affect in formulating habit strength in line with habit theory.     

How do public transport users adjust their travel behaviour if public transport ceases? A qualitative study

Mode shift from public transport (PT) to private car when a PT shut-down occurs results in an increase in the number of car trips on the road network which may contribute to traffic congestion. Policies aimed at reducing the mode shift to car can be designed through a better understanding of PT users’ mode shift in the event of a PT disruption. Furthermore, the share of car mode shift is also an important parameter for assessing traffic congestion relief associated with day to day PT provision in cities. This study sought to uncover factors influencing the mode shift to car among PT users in the event of a PT disruption. Semi-structured interviews were conducted with 30PT users from Melbourne, Australia. Grounded theory was used to derive categories and subcategories of behavioural responses. Factors affecting mode shift to car if PT ceases in the short term were classified into three main themes with several subcategories: individual-specific factors, context-specific factors and journey-specific factors. In the long term, the analysis reveals that only context-specific factors have an influence on mode shift. Findings show that car access, travel time, travel cost, trip importance, non-central business district (CBD) trips, weather, flexibility and accessibility to PT stations are the most important factors favouring use of the car if PT ceases in the short term. This acts to increase traffic congestion due to the mode shift to car. However, in the long term, removing PT is expected to have an impact on land use, leading to individuals changing their residential and workplace location.     

Identity and travel behaviour: A cross-sectional study on commute mode choice and intention to change

IntroductionSocial and self-identities have been conceptualised to prevent travel behaviour change, as threats to one’s identity may cause resistance to change. This study focuses on the role of social, transport, place, and self-identities on commute mode choice and intention to change mode choice.MethodData were collected in June 2015 in Utrecht, the Netherlands. Invitations to participate were distributed by mail using data from the municipality, resulting in 1062 adult participants.The outcome measures were the transport mode shares based on a 14-day travel-to-and-from-work record of trips (i) involving any car use, (ii) involving any bicycling, (iii) involving any walking, and (iv) involving any public transport use. The second series of outcome measures concerned the willingness to change the amount of car use, bicycle use and walking, determined by the question ‘to what extent do you intend to change the use of …?’. Identity was measured on a seven-point disagree/agree scale for 17 items by asking to what extent the respondent ‘sees him/herself as …’. Separate multinomial regression models were estimated stepwise adjusting for socioeconomic and transport characteristics.ResultsMultiple identity items were associated with the use of all commute modes. In the maximally adjusted models, identities associated with the respective modes remained significant. For example, whether someone identified themselves with being a cyclist corresponded with higher likelihood of cycling occasionally (relative risk ratio (RRR): 1.84; 95% confidence interval (CI):1.47–2.30), or always to work (RRR: 2.86; 95% CI: 2.16–3.79). In addition, we found that a family-oriented identity was negatively associated with occasional commuting by car, and a ‘sporty’ identity was negatively associated with always cycling to work.Transport identities were also associated with stated intentions to change as were several social, place, and self-identities. Identifying with being a car driver decreased the likelihood of intending to reduce car use, but it increased the likelihood of intending to increase car use, as did identifying with being career-oriented. Individuals that identified with being a cyclist were less likely to have an intention to reduce bicycle use, whereas countryside-lovers had greater intentions of increasing cycling. Individuals that identified themselves as pedestrians had a lower intention of decreasing their walking levels, and a higher intention of increasing them, as did those who identified themselves as being family-oriented.DiscussionThe results confirm limited previous findings that identifying with users of a transport mode correspond with its use. Nevertheless, questions around causality remain. The intention to change mode choice was associated with several identities, including transport-related identities, place-related identities, social/family-related identities, and self-identities. Future research should focus on the associations between identity and actual behaviour change to further our understanding of the effect of identity on travel behaviour.     

The effect of cultural values on pro-environmental attitude in the context of travel mode choice: A hierarchical approach

The cultural theory explains social behavior through four elementary types of cultural values consisting of hierarchy, individualism, egalitarianism, and fatalism. The knowledge of how these values influence attitudes and behaviors specifically pertain to the environment is limited. Understanding individuals’ values and attitudes should be addressed in travel mode choice based on possible impacts of transportation on the environment. This study investigates the effect of cultural values on pro-environmental attitude and the influence of this attitude on travel mode choice in light of a hierarchical latent choice model. The model is estimated using data from a random sampling in CBD (Central Business District) of Tehran, Iran. The pro-environmental attitude, which is postulated to be affected by cultural values, is considered as the latent variable directly affecting travel mode choice. The cultural values drivers of pro-environmental attitude have been seen in a hierarchical structure. The estimated results show that hierarchical cultural tendency has the strongest and positive effect on being pro-environmental. Also, individualistic culture indicates a positive trend in being pro-environmental. On the other side, people with egalitarianism value tend to report an orientation towards pro-environmental attitude. Moreover, pro-environmental attitude increases the utility of public and active modes of transportation and a negative significant effect is found on the utility of private car and motorcycle.     

It’s how you say it – The extended Theory of Planned Behaviour explains active transport use in cardiac patients depending on the type of self-report in a hypothesis-generating study

Physical activity (PA) plays an essential part in the secondary prevention of persons with coronary heart disease (CHD). A substantial amount of PA can be gained through increasing the use of active transport modes (walking or cycling for at least 10 min/day) in CHD patients’ daily routine, benefiting the mortality and morbidity rate as well as the environment. The current study aims to investigate the utility of the Theory of Planned Behaviour (TPB) framework extended with habit strength, in understanding the behavioural intention and the behaviour of using active transport modes during the daily travel routine of CHD patients. A cross-sectional survey was conducted from 131 CHD patients. The behaviour was measured using three self-report methods; 1) scale measure, the walking or cycling frequency, 2) direct ATS (Active Travel Score, PA calculated by the directly reported aggregated time spent per day for walking or cycling for travel purposes), and 3) indirect ATS (PA calculated by combining the duration spent on trips by walking and cycling from the self-reported one-day travel diary). Additionally, the participants completed surveys on the direct measures of TPB constructs and habit strength. The results indicated that the TPB constructs explained a 38% variance in the intention to use active transport modes of CHD patients, by which the variance increased to 59% with the addition of habit strength. On the contrary, different behavioural measures were explained differently by TPB and habit strength. The scale measure of behaviour was best predicted (up to 21%) by TPB and habit strength. However, the direct and indirect measures of behaviour were poorly explained (up to 3% and 10% only, respectively). Habit strength moderated the relationship between behaviour (scale measure) and behavioural intention. Surprisingly, higher behavioural intention resulted in a lower behavioural frequency when the habit strength to be active is low. This suggests a limited control over the behaviour thus indicating the intention-behaviour gap. The current study findings highlight the inconsistent predictive utility of TPB across different types of behavioural self-report measures, targeted at the use of active transport modes in CHD patients. However, considering this study as hypothesis-generating, further research is necessary to replicate and extend these findings.     

Applying a Modified Moral Decision Making Model to Change Habitual Car Use: How Can Commitment be Effective?

Une intervention basée sur une théorie a été réalisée auprès d’un échantillon de 297 automobilistes pour tenter de lancer de nouvelles habitudes de déplacement (essayer de préférer les transports en commun plutôt que la voiture). Un modèle de modification d’une décision morale relevant de la théorie de Schwartz et Howard (1981) fut exploité dans la conception d’une intervention associant une technique de décristallisation des comportements antérieurs (remise provisoire d’une carte gratuite) avec une technique focalisée sur une norme (appel à l’implication). L’échantillon était constitué de 297 citoyens allemands pouvant utiliser facilement leur voiture et vivant dans des quartiers bien desservis par les transports en commun. Les participants ont été répartis au hasard dans quatre conditions (implication précédée par une carte gratuite, seulement l’implication, seulement la carte gratuite et groupe contrôle) et durent faire part de leur choix de transport pour un trajet précis et habituel (par exemple aller au travail) sur une durée de huit semaines suivie d’une période contrôle de deux semaines. En outre, les variables du modèle (la règle personnelle de réduction de l’utilisation de la voiture, les normes sociales, les coûts comportementaux ressentis et les habitudes) ont été enregistrées toutes les deux semaines. Bien que les effets globaux de l’intervention aient été faibles, les résultats montrent qu’une motivation morale est un prédicteur pertinent du choix d’un mode de transport qui peut être renforcé par une intervention portant sur l’implication précédée par un changement temporaire de la situation. A theory‐driven intervention was carried out to initiate the try‐out of a new travel mode behavior (try out taking public transport instead of car) in a sample of habitual car users (N= 297). A modified moral decision making model based on the theory of Schwartz and Howard (1981 ) served as background for the design of an intervention combining a habit‐defrosting technique (temporary gift of a free ticket) with a norm‐focused technique (plea for commitment). The sample consisted of 297 German citizens with good car access and living in areas with a convenient supply of public transportation. Participants were randomly assigned to four groups (commitment preceded by a free ticket, commitment only, free ticket only, and control) and had to report their travel mode choice for a particular, regular trip (e.g. trip to work) for a period of 8 weeks and a 2‐week follow‐up period. Additionally, model variables (personal norm to reduce car use, social norm, perceived behavioral costs, and habit) were recorded every 2 weeks. Although overall effects of the interventions were small, results indicate that a moral motivation is a relevant predictor for travel mode choices and can be stabilised by a commitment intervention preceded by a temporary change of the situation.     

Multiple identities and travel mode choice for regular journeys

Growing evidence supports a range of non-instrumental factors influencing travel mode. Amongst these, identity has been proposed. However, to date, the relationship has not been systematically investigated and few investigations have harnessed a theoretical framework for identity. Drawing on role theory (Stryker, 1980). Symbolic interactionism: A social structural version. CA: Benjamin Cummings, we hypothesised that multiple identities, of varying importance, are related to travel mode choice. The study of 248 UK urban/suburban, working, car-owning parents used survey-based data to test the influence of seven identities on travel mode choice in regular travel. Multiple and logistic regression analyses found multiple identities to be significantly related to travel mode to work, on escort education and on other regular journeys. The study demonstrated different patterns of relationship between identity on different types of journey and found evidence for travel mode choice as embedded within social identities. In addition to the study’s contribution of new empirical findings, its application of a theoretical focus on identity offers additional strategies in attempting to change travel behaviours towards sustainability.     

Expected car use reduction in response to structural travel demand management measures

Selecting the appropriate travel demand management (TDM) measures aiming to reduce the environmental problems associated with private transportation demands a thorough understanding of the behavioral consequences of different measures. In this scenario based study, the expected car use reduction in response to one push measure (i.e. raised tax on fossil fuel), one pull measure (i.e. improved public transport), and a combination of the two measures were analyzed. The aim was to compare the expected car use reduction in response to the different TDM measures, the car use reduction strategies used to achieve this reduction, and factors important for the expected car use reduction (i.e. background factors, internal motivational factors (general intention and personal norm), and perceived personal impact of the measure). In a two step between-subject design, a sample of car users first answered a pre-questionnaire and subsequently three groups of car users (N = 274) each evaluated one of the TDM measures. Results demonstrated that the combined measure led to larger expected car use reduction compared to the measures evaluated individually and the reduction was mainly expected to be made by means of trip chaining and changing travel mode. Moreover, internal motivational factors, such as personal norm or general intention, and the perceived impact of the measure, were found to be important for the expected car use reduction in response to the TDM measures.     

The changing influences on commuting mode choice in urban England under Peak Car: A discrete choice modelling approach

The phenomenon of Peak Car has been defined over the past eight years as a plateau or fall in the level of car use in urban areas. Although Peak Car research to date has relied on population-level data, such macro-level trends can be disaggregated into many individual travel decisions. This research uses English survey data collected by the Department for Transport (DfT) in 2009 to test a range of variables influencing choice of commuting mode in residents of urban England. The variables tested are subdivided into spatial, demographic, level of service, and attitudinal. Multinomial logistic regression is used to test these variables individually and then in combination, producing a multivariate discrete choice model of commuting mode choice. The choice between commuting modes is fourfold: car, bus, train, and active modes. The results suggest that the relationship between income and car use is changing, as higher incomes are found to be associated with increased odds of choosing to commute by train or active modes rather than the car when other factors are controlled for. Attitudes to buses and active modes are also found to be influential.     

Revealing psychological inertia in mode shift behavior and its quantitative influences on commuting trips

The inertia effects stemmed from repeated past behavior have been investigated by both psychology and transportation studies because of its bearing on explaining human mobility and forecasting travel demand. However, the existing literature from psychology does not strictly control potential endogeneity due to ignorance of detailed level-of-service (LOS) variables of alternatives and rational preference in the analysis. Quantitative transportation studies are insufficient in providing explicit behavior mechanisms. This paper aims to fill the gaps by empirically examining the effects of irrational psychological inertia in mode shift behavior with controlling potential endogeneity. A specific-designed comparison experiment is conducted to demonstrate the existence of psychological inertia in mode shift behavior. The effects of dominance in LOS variables and rational preference towards a certain transport mode are controlled to eliminate potential endogeneity in the analysis. The results demonstrate that after controlling the above-mentioned endogeneity, both car and metro users show significantly and substantially larger predilections to previously used transport mode in mode shift scenarios without overturning travel contexts than those in new context mode choice scenarios with noticeable changes in travel contexts. The results support that psychological inertia plays a significant role in mode shift behavior after controlling potential endogeneity. Moreover, this study utilizes hybrid choice modeling to quantitatively measure the effect of psychological inertia. The relationships between travelers’ characteristics and strength of psychological inertia are analyzed as well to shed light on heterogeneity in the strength of psychological inertia. The findings provide solid evidence of psychological inertia in mode shift behavior by a novel method and provide an approach to measure the quantitative effects of psychological inertia along with empirical studies.     

Accounting for the Theory of Planned Behaviour in departure time choice

Motivating people to change their departure time could play a key role in reducing peak-hour congestion, which remains one of the most prevalent transport problems in large urban areas. To achieve this behavioural change, it is necessary to better understand the factors that influence departure time choice. So far departure time choice modelling focussed mainly on objective factors, such as time and costs as main behavioural determinants. In this study, we derived psychological factors based on the Theory of Planned Behaviour, estimated them based on structural equation modelling, and included them into a discrete choice model. The psychological factors were measured based on an online questionnaire addressed to car commuters to the city centre of Copenhagen (N = 286). The questionnaire additionally included a travel diary and a stated preference experiment with nine departure time choice scenarios. All psychological factors had a significant effect on departure time choice and could improve the model as compared to a basic discrete choice model without latent constructs. As expected, the effects of the psychological factors were different depending on framework conditions: for people with fixed starting times at work, the intention to arrive at work on time (as estimated by subjective norm, attitude, perceived behavioural control) had the strongest effect; for people with flexible working hours, the attitude towards short travel time was most relevant. Limitations, the inclusion of additional psychological factors and their possible interactions are discussed.     

On time and ready to go: An analysis of commuters’ punctuality and energy levels at work or school

The strain of the daily commute can negatively impact performance at work. This study differentiates how various modes influence commuters’ punctuality and energy levels at work and school. The data for this study come from the 2013 McGill Commuter Survey, a university-wide survey in which students, staff and faculty described their typical commuting experience to McGill University, located in Montreal, Canada. Ten multilevel mixed-effects logistic regressions are used to determine the factors that impact (1) a commuter’s feeling of being energized when he or she arrives at work or school and (2) his or her punctuality. Our results show that weather conditions and mode of transportation have significant impacts on an individual’s energy at work and punctuality. The models indicate that drivers have the lowest odds of feeling energized and the highest odds of arriving late for work. Cyclists, meanwhile, have the highest odds of feeling energized and being punctual. Overall, this study provides evidence that satisfaction with travel mode is associated with higher odds of feeling energized and being punctual. With these findings in mind, policy makers should consider developing strategies that aim to increase the mode satisfaction of commuters. Encouraging the habit of commuting by bicycle may also lead to improved performance at work or school.