# The Role of Infrastructural and Psychological Factors in Sustainable Transportation Mode Choices
## 1 Introduction
While CCP is believed to predict adaptation intentions, such as greening gardens or installing green roofs, the evidence of its predictive power for such actions has been mixed [19]. In the travel context, CCP has been linked to an increased willingness to pay for on-demand transport services as a solution for the last-mile problem [20] and was shown to correlate with envisioning more environmentally friendly future travel behaviors [21]. Attitudes as subjective evaluations of an object, a person, or behavior make an important contribution to explaining individual travel behavior [22; 23] and, in some studies, have been found to possess even greater explanatory power than infrastructural variables [24]. However, the presence of value-action gaps indicates that attitudes do not always translate into behavior [25]. These gaps can arise from conflicting subjective norms, perceived behavioral control [26], or infrastructural barriers, such as a lack of viable travel options [22]. Given the pressing need for behavior change in response to environmental challenges, attitudes are particularly advantageous due to their malleability. Although the impact of changed attitudes on travel mode choice has shown mixed results [27], attitudes remain significant determinants of travel behavior [28]. Travel behavior and mode choice are influenced not only by psychological factors but also by spatial and geographical conditions. Two key predictors in this context are center accessibility and railway accessibility. These factors align with the extended \"5D\" framework of mobility research, which, in addition to density, diversity, and design, also includes destination accessibility and distance to transit [29]. Center accessibility refersto the walking travel time from a residence to the nearest city center. City centers are characterized by high densities of employment, services, and infrastructure, shaping the spatial organization of activities and transportation choices. The accessibility of centers impacts the spatial arrangement of activities and transportation choices, which in turn can shape travel patterns and mode preferences. Individuals living closer to the nearest center enjoy greater accessibility to various destinations and may rely less on personal vehicles due to the possibility of walking [30; 31]. This relationship is also central to the \"15-min city\" concept [32], which aims to create urban environments where essential daily needs can be met without reliance on motorized individual transport. PT services ensure the daily mobility of large segments of the population in local areas. Accessibility of PT can generally be defined as the ease with which individuals can use these services and subsequently reach their desired destination. The accessibility of transit stops is determined by the concept of walkability measures, which assess the physical proximity of residences or other origins to transit stops or stations. This proximity is typically expressed in terms of walking distance or time. The importance of distance to transit is based on the understanding that the willingness to use PT decreases as the distance to access it increases [29; 33; 34; 35]. Attractive PT is about more than just physical proximity and accessibility. Travel time--including waiting and transfer time--as well as the quality of the walking environment, such as perceived safety, are important considerations. It also includes factors such as service frequency, reliability, consistency of PT service, and network connectivity, which refers to the ease of reaching different destinations using a public transport network [36; 37]. Land use patterns and urban density also play an important role. The size of a city significantly influences the availability and coverage of PT. Larger cities tend to have denser and more frequent transit networks compared to smaller cities [36]. Furthermore, the concept of transit accessibility is linked to broader urban planning paradigms such as \"Transit-Oriented Development\".