Research on the relationships between travel-related attitudes and travel behaviour has recently been reinvigorated by new theorizing as well as new empirical models. While traditional theories assume a rather static role of attitudes, i.e. acting as stable predispositions that cause behaviours in a unidirectional manner, recent models assume that attitudes and behaviours mutually influence each other over time. This study aims at better understanding attitude-behaviour dynamics by capitalizing on the circumstances presented by the ongoing COVID-19 pandemic. It assesses how the fear of COVID-19 infection and (the attitude towards) working-from-home influence train use as well as train use attitudes. To explore the (within-person) reciprocal relationships between these variables, random-intercept cross-lagged panel models were estimated using a 4-wave longitudinal dataset collected during the COVID-19 pandemic from a large panel of train travellers in the Netherlands. The results indicate that train use and the attitude towards train use reciprocally influence each other. Those with stronger fears of infection in one wave tend to use the train less in a subsequent wave, but higher use of the train in one wave also reduces the fear of infection in the next. We also found that working from home (WFH) and travelling by train operate as substitutes for one another. Moreover, people who work from home frequently become more fearful of infection. All the findings are consistent with cognitive dissonance theory that people develop attitudes that align with their behaviours. The paper concludes with several policy implications related to changing attitudes and promoting train use.@en

The importance of attitudes in the relationship between travel behaviour (TB) and the built environment (BE) has been the subject of debate in the literature for about two decades. In line with the Theory of Planned Behaviour, attitudes – which affect behaviour – are generally assumed to be constant. However, it is plausible that attitudes can change, both directly, or indirectly, through the impact of the built environment on travel behaviour, a process which is referred to as reverse causality (RC). Based on literature from social psychology, this paper provides a conceptual model for the explanation of attitude changes. It also reviews the literature in the area of BE and TB concluding that two explanations dominate: a change in attitudes due to new experiences which can be underpinned by learning theories, and a change in attitudes due to mismatches between attitudes and behaviour which can be explained by cognitive dissonance theories. The literature also suggests a few additional explanations, while we also suggest explanations not provided in travel behaviour literature. Finally, we present an agenda for future research.@en

Transportation's effects on health and well-being are widely recognized. In the near future, autonomous vehicles (AVs) are expected to revolutionize transportation options and ways of travel. Consequently, the effect of AVs on population health and well-being is a crucial topic of interest for transportation policymaking, one that has received comparatively little attention. This chapter discusses (and anticipates) potential AV impacts on health and well-being. First, we summarize knowledge surrounding effects of transportation on physical health (traffic safety, air and noise pollution, and physical activity) and well-being (travel satisfaction, access to activities, etc.). We then discuss how AVs may affect traveler behaviors, focusing on mode shifts toward private, shared, and/or pooled AVs, and how these shifts may lead to an overall increase in automobile travel, even if not necessarily in person-travel. Finally, we interpret the previous two sections to deduce potential positive, negative, and uncertain health/well-being effects of AVs. We expect benefits from improved safety, well-being, and access to opportunities; disadvantages from reduced physical activity; and uncertain impacts around land use changes and emissions. We conclude by discussing policy implications and research paths forward.@en

This study investigates whether the decline in public transit ridership is a temporary phenomenon or indicative of a structural shift in travel patterns and attitudes. We estimate a latent class trajectory model using data from a comprehensive and large-scale survey administered by the Dutch national train operator conducted at eight different points in time after the onset of the pandemic. Six latent trajectories in train use and stated future intentions to use the train are revealed, showing different ‘recovery’ pathways. Whereas low-educated frequent commuters travel almost as much as before, highly educated frequent commuters and mixed-purpose travellers still travel much less, even in the last wave when all restrictions are lifted. The results indicate that travellers belonging to these classes have structurally changed their behaviour. The shift to working from home is more pronounced than the shift to private car use.@en

Many studies have found that both the chosen travel mode and travel duration have a strong effect on travel satisfaction. However, travel mode and duration are often related with each other, as active trips often have shorter durations than trips with motorized modes. As a result, the effect of travel mode choice on travel satisfaction may be attenuated by travel duration. Results from this study, using a sample of 1,430 respondents from Ghent (Belgium), indicate that commute mode and commute duration are strongly related with each other (with active trips having shorter durations than public transport trips), and that they both influence commute satisfaction. However, results from two-way ANOVAs and regression analyses indicate that duration has a stronger effect than travel mode and that the effect of travel mode is mainly moderated by duration. After controlling for duration, we only found a negative effect of car frequency on commute satisfaction. Satisfaction differences between active travelers and public transport users are mainly explained by short active trips and long public transport trips. As a result, policy measures trying to increase travel satisfaction should not focus on a modal shift away from public transport, but on decreasing (perceived) travel time of public transport trips.@en

Introduction: Active travel (walking and cycling) is increasingly being recognised as a potentially effective means of increasing physical activity levels and thereby contribute to physical and mental health. To date, however, much of the empirical evidence related to the health benefits of active travel is based on cross-sectional data. As such, the direction of causation remains uncertain, i.e. does active travel lead to improved health or vice-versa, are healthier individuals more inclined to participate in active travel? This study aims to systematically assess the bidirectional relationships between active travel, on the one hand, and two relevant health outcomes on the other, namely body-mass index (BMI) and mental health. Method: To this end, random-intercept cross-lagged panel models are estimated using data from 10 waves (years) of the Longitudinal Internet Studies for the Social sciences panel, a panel that is representative for the Dutch population. Active travel was assessed using a measure of walking frequency and mental health was measured using the 5-item mental health inventory (MHI-5). Results: The results indicate that active travel does not affect later BMI levels, but, vice versa, BMI does negatively influence later levels of active travel, a pattern that is in line with earlier research related to general physical activity and BMI. Regarding mental health, the pattern is exactly opposite. In this case, the effect of active travel on mental health is significant, while the reverse effect is not (at the 5% level of statistical significance). Conclusion: Overall, the results underline the notion that cross-sectional estimates of the effects between active travel and health outcomes should be interpreted with care, as they can be the result of effects in either direction. In addition, the results suggest that the uptake of active travel may be increased by decreasing BMI levels in the population, e.g. via dietary programs.@en

Sinds ruim 20 jaar is het gebruikelijk attitudes mee te nemen in onderzoek naar het effect van de gebouwde omgeving op reisgedrag. Attitudes worden in het meeste onderzoek als gegeven beschouwd. Maar dat hoeft niet zo te zijn: ze kunnen veranderen. Dit noemen we reverse causality. In dit paper onderzoeken we welke verklaringen de literatuur biedt voor dergelijke veranderingen, welke achterliggende theorieën die verklaringen ondersteunen, en in welke mate we de verklaringen tegenkomen in de literatuur. Tenslotte stellen we een onderzoekagenda voor. De drie categorieën verklaringen die we presenteren, zijn affectieve, gedragsmatige en cognitieve verklaringen. Diverse (psychologische) theorieën ondersteunen een of meerdere van die categorieën verklaringen. In de literatuur domineren affectieve en gedragsmatige verklaringen. Door een verhuizing of veranderende omgeving doen mensen andere ervaringen op, waardoor ze hun gedrag aanpassen (affectieve verklaringen), die worden ondersteund door theorieën over hoe mensen leren. En als het gedrag van mensen niet overeenkomt met hun attitudes, passen ze soms hun attitudes aan, een mechanisme dat wordt verklaard met de Cognitieve Dissonantie Theorie. We stellen dat meer onderzoek op dit terrein gewenst is omdat attitudeveranderingen een grote rol lijken te spelen in keuzegedrag. Het gaat om onderzoek naar de vraag welke mensen op welke termijn en onder welke omstandigheden hun attitudes aanpassen. Daarbij is het bovendien zinvol om de invloed van ICT op attitudeveranderingen te onderzoeken. Dit type onderzoek vraagt om een combinatie van kwalitatief en kwantitatief onderzoek.@en