Exploring people's willingness to bike using a combination of the theory of planned behavioural and the transtheoretical model

Breaking the plastic habit: Drivers of single-use plastic reduction among Thai university students

This study investigated the decision-making dynamics for pro-environmental behavior among Thai university students, focusing on reducing the consumption of single-use plastics (SUP). By adopting a dynamic approach to the Theory of Planned Behavior (TPB), the research examined the influence of psychosocial factors, including attitudes, perceived behavioral control, and subjective norms, on SUP reduction intention at different phases of behavior change. Using structural equation modelling, we analyzed quantitative data (n = 317) from the selected universities. The results revealed that attitudes predicted behavioral intentions only among individuals in the contemplation phase of reducing SUP. Attitudes had a small but limited influence on the behavioral intentions of students who had not yet acted. Perceived behavioral control, on the other hand, significantly impacted behavioral intentions across all phases of behavior change, highlighting its importance in SUP reduction. The study also confirmed subjective norms' positive influence on students' behavioral intentions in the pre-contemplation phase. Practical implications suggested segmenting residents based on their behavior change phase so that public policymakers can allocate resources more efficiently and effectively by tailoring campaigns to specific behavior change phases, ultimately promoting sustainable behavior among university students.

When narratives speak louder than numbers: the effects of narrative persuasion across the stages of behavioural change to reduce air pollution

Is narrative persuasion effective when promoting new behaviours in favour of the environment? Does this effectiveness vary depending on whether individuals are already thinking about changing? This paper has two main objectives: (1) to explore how individuals at different stages of the behavioural change process perceive air pollution, focussing on the perceived psychological distance of its environmental risks (Study 1); and (2) to test whether the effects of presenting the risks of air pollution in a narrative vs. statistical format on pro-environmental intentions vary depending on the individuals' stage of behavioural change (Study 2). Study 1 (N = 263) is based on a survey measuring individuals' perceived psychological distance of the environmental risks of air pollution, and the perceived effectiveness of different pro-environmental behaviours. Results suggest that perceived distance and perceived effectiveness vary across different stages of behavioural change. Study 2 (N = 258) presents a 2(Format: narrative vs. statistical) × 3(Stages of change) protocol, testing the effectiveness of a narrative format depending on individuals' stage of behavioural change. Results suggest that proximising a threat through a narrative format of communication is more effective especially for individuals in the pre-action stage of change. We also present a moderated mediation model explaining the influence of the interaction between the message format and the stage of behavioural change on behavioural intentions and on efficacy appraisal via narrative engagement. Findings are discussed with regards to the stage model and narrative persuasion.

Behaviour change to address climate change

Addressing climate change requires profound behaviour change, not only in consumer action, but also in action as members of communities and organisations, and as citizens who can influence policies. However, while many behavioural models exist to explain and predict mitigation and adaptation behaviours, we argue that their utility in establishing meaningful change is limited due to their being too reductive, individualistic, linear, deliberative and blind to environmental impact. This has led to a focus on suboptimal intervention strategies, particularly informational approaches. Addressing the climate crisis requires a focus on high-impact behaviours and high-emitting groups; interdisciplinary interventions that address the multiple drivers, barriers and contexts of behaviour; and timing to ensure interventions are targeted to moments of change when habits are weaker.

Psychosocial Barriers of Public Transport Use and Social Exclusion among Older Adults: Empirical Evidence from Lahore, Pakistan

Transport planning and public health have been intertwined historically. The health impact of public transport services, such as social exclusion, is a widely discussed research topic. Social exclusion is a paramount concern for older adults' health in the wake of emerging global challenges. However, there remains a significant research gap on how psychosocial barriers faced by older adults in using public transport services influence the social exclusion behavior. The present research provides empirical evidence and shows the impact of certain psychosocial barriers of public transportation on older adults' social exclusion. A total of 243 Pakistani older adults (aged 60-89 years old) voluntarily participated in this cross-sectional study. The participants provided self-reports on their psychosocial barriers (including perceived norms, attitude, personal ability, habits, neighborhood social constraints, and intention) and the corresponding social exclusion. Partial Least Square Structural Equation Modeling (PLS-SEM) was utilized for the data analysis. The structural path model supported the significant associations between psychosocial barriers and social exclusion. Except for perceived descriptive norms, all other psychosocial barriers predicted older adults' social exclusion. The research portrays the significance of the psychosocial factors to examine social exclusion and offers practical implications for urban and transport planners. The concerned policymakers can use the research findings to develop age-sensitive, socially sustainable, and healthy cities.

Revisiting the Determinants of Pro-Environmental Behaviour to Inform Land Management Policy: A Meta-Analytic Structural Equation Model Application

Environmental policies in the realm of land management are increasingly focussing on inducing behavioural change to improve environmental management outcomes. This is based, implicitly or explicitly, on theories that suggest that pro-environmental behaviour can be understood, predicted and altered based on certain factors (referred to as determinants of pro-environmental behaviour). However, studies examining the determinants of pro-environmental behaviour have found mixed evidence. It is therefore important that we revisit these theories to assess if the evidence supports their postulations so that a more robust knowledge base can be established to inform land management policies. In this study, we do this using meta-analytic structural equation modelling (MASEM) to explore whether the evidence on determinants of pro-environmental behaviour supports the postulations of some predominantly applied theories of behaviour and/or behaviour change. The study analyses research in four environmental policy areas to identify implications for land management. Evidence from these related environmental areas is expected to provide insights relevant to the land management literature and to allow us to identify the extent to which lessons on pro-environmental behaviour from these other areas can be transferred to the land management context. Our findings suggest a strong evidence base for the Theories of Planned Behaviour and Reasoned Action, Attitude-Behaviour-Context Model, and the Persuasion Theory, but a weak evidence base for the Value-Belief-Norm Theory and the Norm Activation Model. We also found that type of environmental policy area moderates the relationship between different variables. This has key policy implications since, while lessons can be learnt from other environmental policy areas, land management policies aimed at influencing behaviours will need to be tailored to the specific context rather than simply ‘imported’ from other fields. Such context-specific policies may encourage pro-environmental behaviours, and potentially contribute towards improving environmental management outcomes.

Personal Values, Attitudes and Travel Intentions Towards Cycling and Walking, and Actual Behavior

Personal values are psychological factors scarcely presented in travel behavior studies, despite their importance in determining life choices, decisions and actions. This paper contributes to filling this gap. The purpose of this study is to analyze the influence of personal values on attitudes, intentions and current cycling and walking. Data regarding personal values, attitudes, intentions and current use of cycling and walking were collected through a web-based survey. Pearson correlations, independent sample non-parametric tests and hierarchical regressions have been used to analyze the information. Reasonably weak but statistically significant direct and indirect effects have been identified between personal values and attitudes towards cycling and walking, intentions and current walking and cycling. Openness to change and self-transcendence values are associated to cycling and walking. Actions to encourage those personal values are needed to improve sustainable transport and mobility.

The Influence of Attitudes towards Cycling and Walking on Travel Intentions and Actual Behavior

The design and implementation of effective transport policies to reduce car use in urban areas requires a deep comprehension of the factors that influence travel behavior. In this context, psychological factors play an important role in explaining travel-related decisions. The purpose of this paper is to present a study on the effects of cognitive, affective and behavioral attitudes towards the use of walking and cycling on both intentions and real use of cars, public transport, bicycles, and walking. The data used was obtained from an on-line survey carried out in 2017. Analyses included reliability and validity of the questionnaire, exploratory and confirmatory factor analyses, and structural equation models. Results indicate that cycling and walking are evaluated differently in terms of feelings of freedom, pleasure, and relaxation. Positive evaluation of elements related to past walking behavior are negatively associated to both the intention to walk and actual walking. Transport policies to encourage cycling should be different from those with the aim of promoting walking. Positive attitudes towards walking are not enough to increase real walking.

Views on Public Transport and How Personal Experiences Can Contribute to a More Positive Attitude and Behavioural Change

To reduce car usage, several strategies are needed, one of which focuses on social psychological factors. The aim of this study was to predict and explain bus usage using the theory of planned behaviour and the transtheoretical model of change in a sample of 983 residents. The study also evaluated the effect of providing a group of regular car users (n = 34) with a free travel pass, to be used on busses and trains in the region. A regression analysis showed that the theory of planned behaviour (TPB) explained 26% of the variance in intention to use the bus, increasing to 59% when past behaviour was added. The use of the free travel pass resulted in a more positive attitude towards bus usage, with a large number having either changed or having started to change their behaviour. When the same people were contacted three months later, 50% still used public transport. The conclusion is that negative attitudes and travel habits can be altered by experience. Although, a reduction of car use can only be achieved if several measures are implemented that make car driving less attractive and sustainable modes of transport more attractive.

An exploratory analysis of the interactions between social norms and the built environment on cycling for recreation and transport

Background

There is growing evidence of the public health benefits of promoting cycling. The ways that the built environment and perceived social norms independently influence cycling participation is well established. However, whether these factors interact to influence cycling participation has not been examined. Such research is important because understanding the effect of multiple socio-ecological factors and the interactions between them is needed to guide the development of interventions and strategies to increase cycling participation. Therefore, the aim of this study is to explore the interactive effects of the built environment and perceived social norms on transport and recreational cycling.

Methods

Data was collected using a self-administered online questionnaire from 228 office workers in Metropolitan Melbourne, Australia. Measures used in previous research were employed to assess self-reported transport and recreation cycling in the last week, perceptions of neighbourhood built environment, perceived social norms towards cycling, and objective land-use mix, residential density and street connectivity of the suburbs in which participants lived and work. Multiple binary logistic regression analyses were conducted to explore the interactive effects of the built environment and perceived social norms on transport and recreation cycling. All interactive effects were considered significant at p < 0.10.

Results

There was a significant interactive effect between the workplace built environment and perceived group norm on transport cycling (p = 0.06). There were no other significant interactive effects observed between components of the built environment and perceived social norms on transport or recreational cycling.

Conclusions

The interactive effect found in this study provides some evidence that the workplace built environment interacts with perceived group norms to influence cycling for transport. Positive perceptions of the workplace built environment, such as showers and secure bike racks, can somewhat compensate for the negative influence of when cycling is considered less of a norm among, family, friend or colleagues. However, the findings of this study did not support that the neighbourhood built environment and perceived social norms interact to influence cycling for recreation or transport. These findings contribute to the knowledge of how multiple factors may reciprocate to influence individual’s decision to cycle. More research into the interactive effects of socio-ecological factors is warranted.

Electronic supplementary material

The online version of this article (10.1186/s12889-018-6075-4) contains supplementary material, which is available to authorized users.

Intention for Car Use Reduction: Applying a Stage-Based Model

This study investigates which variables drive intention to reduce car use by modelling a stage of change construct with mechanisms in the Theory of Planned Behavior (TPB) and Norm Activation Model (NAM). Web questionnaires (n = 794) were collected via 11 workplaces. The socio-demographics, work commute, stage of change, attitudes to sustainable travel modes, social norms, perceived behavioral control, and personal norm were assessed. An initial descriptive analysis revealed that 19% of the employees saw no reason to reduce their car use; 35% would like to reduce their car use but felt it was impossible; 12% were thinking about reducing their car use but were unsure of how or when to do this; 12% had an aim to reduce current car use, and knew which journeys to replace and which modes to use; and 23% try to use modes other than a car for most journeys, and will maintain or reduce their already low car use in the coming months. A series of Ordered Logit Models showed that socio-demographic variables did not explain the stage of change. Instead, personal norms, instrumental and affective attitudes, and perceived behavioral control toward sustainable travel modes were all significant and explained 43% of the variance in stage of change. Furthermore, it was found that the significant relationships were not linear in nature. The analysis also showed an indirect effect of social norms on the stage of change through personal norms. Implications are discussed regarding the design of interventions aimed at influencing a sustainable work commute.