Causal inferences involving transportation attitudes and behavior

Tardiff, Timothy J.

doi:10.1016/0041-1647(77)90004-1

Cited by 61 publications

(48 citation statements)

References 6 publications

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“…Early attitude-behavior models focused on the causal relationship from attitudes to choice behavior, although it was generally recognized that attitudes are conditioned on past behavior (e.g., Hartgen, 1974, Recker andGolob, 1976). In contrast to these early models, Tardiff (1976) provided empirical evidence that the causal link from choice behavior to attitudes is stronger than the link from attitudes to choice behavior. Subsequent studies have shown consistently that attitudes, especially perceptions, are conditioned by choices, while at the same time, attitudes affect choices (e.g., Dobson, et al, 1978;Golob and Hensher, 1998;Golob, Horowitz and Wachs, 1979;Koppleman and Pas, 1980;Lyon, 1981a, b).…”

Section: Research Into Attitudes and Travel Behaviormentioning

confidence: 82%

“…Structural equation models represent a generalized modern version of the simultaneous equations methods first used by Tardiff (1976) and Dobson, et al (1978) to study attitude-behavior relationships. However, here the models are estimated using a method that is tailored to ordinal attitude scales and discrete choice behavior (as in Golob and Hensher, 1998).…”

Section: Research Into Attitudes and Travel Behaviormentioning

confidence: 99%

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Joint models of attitudes and behavior in evaluation of the San Diego I-15 congestion pricing project

Golob

2001

Transportation Research Part A: Policy and Practice

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Understanding attitudes held by the public about the acceptability, fairness, and effectiveness of congestion pricing systems is crucial to the planning and evaluation of such systems. In this study, joint models of attitude and behavior are developed to explain how both mode choice and attitudes regarding the San Diego I-15 Congestion Pricing Project differ across the population. Results show that some personal and situational explanations of opinions and perceptions are attributable to mode choices, but other explanations are independent of behavior. With respect to linkages between attitudes and behavior, none of the models tested found any significant effects of attitude on choice; all causal links were from behavior to attitudes.

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Section: Research Into Attitudes and Travel Behaviormentioning

confidence: 82%

Section: Research Into Attitudes and Travel Behaviormentioning

confidence: 99%

Joint models of attitudes and behavior in evaluation of the San Diego I-15 congestion pricing project

Golob

2001

Transportation Research Part A: Policy and Practice

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“…A two-way relationship exists between attitudes and behaviour; attitudes both affect, and are conditioned by, choices (e.g., Dobson et al, 1978;Golob, 2001;Mokhtarian and Cao, 2008;Tardiff, 1977). According to Bagley and Mokhtarian (2002) and Kitamura et al (1997), changing land use characteristics might change travel-related attitudes.…”

Section: Self-selectionmentioning

confidence: 99%

Do people live in urban neighbourhoods because they do not like to travel? Analysing an alternative residential self-selection hypothesis

Vos

Witlox

2016

Travel Behaviour and Society

102

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Previous research has indicated that mode-specific attitudes can affect travel mode choice through the residential location choice. According to the principle of residential self-selection, people will try to choose a residential neighbourhood that enables them to travel with as high a share as possible of their amount of travel with their preferred mode. In this study, however, we will analyse whether differences in travel distance, travel time and travel satisfaction in urban versus suburban neighbourhoods are due to travel-liking attitudes, the residential location or a combination of both. Results of this study − analysing leisure trips within the city of Ghent (Belgium) − indicate that suburban respondents are, compared to urban respondents, more satisfied with their trips, which are also longer in time and distance. Suburban respondents also have a more positive stance towards travelling, suggesting a possible residential self-selection process. Travel lovers might prefer a residential neighbourhood where travel distances and travel time are relatively high, while people who do not like to travel might prefer to live in a neighbourhood that enables more short-distance and less travel-time intensive trips. This study suggests that especially people who do not like to travel self-select themselves in urban neighbourhoods in order to limit travel distance and travel time. In contrast, respondents with a more positive stance towards travelling are equally distributed in urban and suburban neighbourhoods. Results also indicate that travel distance and travel time are mainly affected by respondents' residential neighbourhood, while travel satisfaction is mainly affected by travel-liking attitudes. KeywordsResidential self-selection; Travel behaviour; Travel liking; Travel satisfaction IntroductionPrevious research has shown that walking, cycling and public transport use are significantly higher in compact, mixed-use neighbourhoods than in low-density neighbourhoods, while car use is significantly lower (e.g., Cao et al., 2009;Cervero, 1996;Ewing and Cervero, 2010;Mokhtarian and Cao, 2008). This can be partly explained by the physical appearances of these neighbourhoods. Low densities and diversities in suburban neighbourhoods result in higher average trip distances, encouraging car use. Besides, the dispersed land use pattern of these neighbourhoods makes it difficult to efficiently organise public transport services, resulting in low frequencies and long average distances to public transport stops. In urban neighbourhoods, average travel distances are shorter due to a more compact and mixed-use pattern, stimulating active travel and making it easier to organise high-frequency public transport within walking distance of a substantial share of the neighbourhoods' residents. As a consequence, urban planners have − since the 1990s − tried to reduce negative effects of (long-distance) car use, such as congestion and greenhouse gas emissions, by encouraging the development of compact, mixed-use neighbourhoods...

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“…At that time, there was also intensive research on the role of attitudes in travel behavior (Tardiff 1977), including the effects of travel preferences-e.g., concerning public transport (Pickup and Town 1983) or commute modes (Horowitz 1986)-on residential location choice.…”

Section: The Context Of the Residential Self-selection Debate In Travmentioning

confidence: 99%

Residential self-selection in travel behavior: Towards an integration into mobility biographies

Scheiner

2014

JTLU

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Abstract:The debate on residential self-selection (RSS) in the travel field seeks to answer the question of whether and to what extent spatial differences in traveling may be explained in spatial terms or to what extent, rather, they are explained by the unequal spatial distribution of people's social and personal characteristics, particularly their neighborhood and travel preferences. Arguing primarily from a European-specifically, German-perspective, this paper makes a case for integrating the RSS-travel link into the mobility biographies approach that has emerged over the past decade. This approach addresses travel behavior as being embedded in other "spheres" of an individual's life course, most notably the household and family biographies, the employment biography, and the residential biography. This paper argues that stability and change in travel behavior must be considered not only in concert with residential location choice, but also in the wider context of life course, in which residential choices themselves are embedded. Some unresolved issues in the RSS-travel debate that seem to be of key importance for the current debate are discussed, including various aspects of residential location choice, the role of preferences, and implications for spatial planning and transport planning. The benefits of taking a biographical perspective are also pointed out.

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Causal inferences involving transportation attitudes and behavior

Cited by 61 publications

References 6 publications

Joint models of attitudes and behavior in evaluation of the San Diego I-15 congestion pricing project

Joint models of attitudes and behavior in evaluation of the San Diego I-15 congestion pricing project

Do people live in urban neighbourhoods because they do not like to travel? Analysing an alternative residential self-selection hypothesis

Residential self-selection in travel behavior: Towards an integration into mobility biographies

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