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Brohi et al., International Journal on Emerging Technologies 12(1): 317-322(2021) 317
International Journal on Emerging Technologies 12(1): 317-322(2021)
ISSN No. (Print): 0975-8364
ISSN No. (Online): 2249-3255
Using the Theory of Planned Behavior to Identify the Behavioral Intention to use
Public Transportation Service: The Case Study of Karachi Circular Railway
Shaharyar Brohi, Saima Kalwar*, Irfan Ahmed Memon and Abdul Ghaffar
Department of City and Regional Planning,
Mehran University of engineering and Technology Jamshoro, Sindh Pakistan.
(Corresponding author: Saima Kalwar*)
(Received 01 January 2021, Revised 25 February 2021, Accepted 17 March 2021)
(Published by Research Trend, Website: www.researchtrend.net)
ABSTRACT: All public transport systems aim to provide riders with a suitable alternative to driving, and the
demand for public transport rises each year. This paper explores behavioral intentions to use public
transport, specifically the Karachi Circular Railway, utilizing the Theory of Planned Behaviour (TPB). A
questionnaire survey was performed based on the TPB model to classify variables that influence users'
intentions to use the Karachi Circular Railway. At Karachi Circular stations, 240 questionnaires were
distributed to the users of KCR for the data collection. A simple frequency distribution analysis was used to
determine demographic characteristics and variables that influence users. For the relationship and
predictions between the TPB components, the correlation and linear regression analysis were used in
Statistical Package for Social Sciences (SPSS) 23. The findings of the analysis demonstrate that, as opposed
to the SN and PBC, users' attitudes with 0.163 towards public transportation are the most influential factors
in their intention to use the Karachi Circular Railway. The majority of respondents agreed that they prefer
KCR because it saves money and provides satisfactory service, a comfortable and friendly environment. This
research is first kind of study conducted on KCR and on mass transit system. This research can be extended
in the future as part of the Karachi Circular Railway's strategic sustainable transportation system.
Keywords: Behavior Intention, Theory of Planned Behavior, Karachi Circular Railway, Simple Frequency Distribution
Analysis, Correlation, linear Regression.
Abbreviations: TPB, Theory of Planned Behavior; SN, Subjective Norm, PBC, and Perceived behavioral Control.
I. INTRODUCTION
Asian countries are booming economically, leading to
substantial increases in travel demand for long-spreads
[1]. The rising quality of life in urban areas is being
paralleled by an increase in driving trips and the number
of automobiles [2]. Recent statistics show that car
ownership's growth rate in some emerging Asian cities
is considerably higher than in developed Asian states
with similar per capita earnings [1]. In Karachi, many
households' activity habits include using a private car for
daily mode choice [3]. Families drive to various
destinations, including jobs, shopping, public facilities,
and recreational activities [4]. The majority of people
now rely heavily on automobile travel [5].
On the other hand, this move toward driving for the
personal journey has led to traffic congestion,
emissions, and global warming [2]. Such negative
consequences jeopardize society's quality of life and
mobility [6]. It is critical for public participation in the
democratic process to develop a long-term solution to
climate change that allows changes in attitudes and
lifestyles [7, 8]. As a result, planners in developing Asian
countries must manage private transportation modes to
promote expanded and extensive public transport use
[1]. This can take the form of TDM or mobility
management (MM), both tactics that change
passengers' behavior [9].
Every public transportation system's fundamental goal is
to provide commuters (users of public transport),
particularly drivers, the people who choose to use
private cars, with a viable alternative to avoid using
them [10]. A commonly observed trend was that the
need for public transport grew steadily over time. It has
become a must in the increasingly congested
metropolitan centers due to traffic congestion and since
people no longer choose to own cars [11]. Due to the
rise in fuel prices, the Pakistani government encourages
public transport as a decrease in traffic, lower accident
incidence, and the benefits it brings to individuals as a
decrease in flow [2].
In the last few decades, Karachi's transportation
problems have been exacerbated. A rise in air and
noise, along with decreased air quality, cause an
increase in respiratory breathing issues and
environmental issues caused by traffic congestion [12].
People's livelihoods have also deteriorated, becoming
more limited to avoid long journeys and where they
work; this has led to a decline in income and personal
security, hitting the most vulnerable, especially women
[13]. Karachi's urban transportation system is mainly
road-based, with the Karachi Circular Railway (KCR)
serving only a minor role after it ceased operations in
1999 due to heavy losses [14]. The KCR has recently
reopened in part, but the percentage of journeys has not
been updated.
Furthermore, Karachi has a 7400-kilometer road
network with a surface area density of 207 kilometers
per 100 square kilometers [15]. The city's public
e
t
Brohi et al., International Journal on Emerging Technologies 12(1): 317-322(2021) 318
transportation chaos has worsened dramatically over
the years. If one considers the large number and
amount of newspaper coverage, it has become the most
pressing issue confronting by Karachi residents [16].
Karachi had a very efficient public transportation
system, with urban-suburban railway service via the
Karachi Circular Railway; about 6 million passengers
use it each year [13]. The service began to deteriorate
in the mid-'80s due to a lack of rolling stock repair and
replacement and track and station construction. The
service was halted in December 1999, and in March
2005, an attempt was made to restart it [13].
Pakistan Railways has partially reopened the Karachi
Circular Railway from Pipri Station to Orangi Station on
Monday, November 16. According to a Pakistan Railway
press release, the route distance between Pipri and
Orangi Station is approximately 60 kilometers [17].
Karachi, car, and informal public transportation have
become the most popular modes of transportation and
access from one location to another for people. Most of
Karachi's citizens use informal public transit regularly to
get from residence to school, college, university, and
work. Commuters are shifting their mode of transport
from informal public transportation to formal public
transit in the Karachi Circular Railway due to its revival.
Perceived quality is how much the passengers see the
service, such as how quickly they go from point A to
point B and find it. These two factors significantly impact
a user's intention to use public transportation services
[18].
As a result, this research aims to identify the factors that
influence commuters' behavior intention to use Karachi
Circular Railway in the Karachi metropolitan area and
determine the most influential factor using the Theory of
Planned Behavior (TPB). This research focused on
public transport, notably the Karachi Circular Railway
and its routes from Karachi City Station to Orangi Town.
Furthermore, this research was performed in KCR
stations in a random manner. City Station to Orangi
Town is the preferred travel path for the questionnaire
survey.
II.THEORY OF PLANNED BEHAVIOR (TPB)
The TPB was created by Ajzen (1985) to describe or
quantify how human acts are driven. Individuals' action
is logical and motivation-based, according to this theory.
The Theory of Planned Behavior develops from the
Theory of Reasoned Action [18]. In explaining an
individual's actions, this theory considers both volitional
and non-volitional regulations. It forecasts a specific
action's occurrence, assuming that the behavior is
intentional [19].
The TPB makes three rational inferences about
intention. The focus is primarily on behavior and
attitudes, SN, and PBC [20]. In transportation and
environmental psychology, the TPB can be used [21].
The TPB effectively described the psychological
reasons for taking public transportation [22]. Eriksson
and Forward [23] examined the psychological predictors
of driving, bus riding, and bicycle riding. They
discovered that behaviors, subjective norms, and
perceived behavioral control explained between 38%
and 48% of the difference in intention to use various
types of transportation. Perceived behavioral control
and attitude are essential considerations in all situations
[24, 25].
TPB was used as a model in several studies such as
weight loss, voting decisions, smoking abstinence,
transportation, social sciences, and traffic violations
have all been successfully predicted and explained
using the TPB [24]. Furthermore, the TPB was used to
investigate U-pass programs' efficacy in Canada [18,
26]. Research on the Mass Rapid Transit System in
Taiwan [27]demonstrates passengers' activities by
developing a systematic model that considers transit
use, service efficiency, perceived value, satisfaction,
and behavioral intentions. In Vietnam, researchers
examined behavioral intentions to take the bus by
considering perceived bus service effectiveness,
perceived problem understanding, and moral
responsibility [28]. Others concerned with road safety in
Malaysia concentrate on motorcycles and helmets [29].
Fig. 1.Theoretical Model of TPB.
III. MATERIALS AND METHODS
A. Measure of constructs
The scales used to measure the TPB model's original
constructs were developed using a 5 point scale
(semantic differential) with the given anchors: (good:
bad, unpleasant: pleasant, and negative: positive) [21,
28]. The questionnaire also included questions about
respondents' demographic characteristics.
B. Sample and Data Collection
For this research, the questionnaire is used as the
research instrument for the analysis. The questionnaire
was created using the Theory of Planned Behavior as a
guide (TPB) and divided into two parts; the first section
contains an overview of the respondents' demographic
characteristics or facts. The second section discusses
behavioral intentions to use public transportation
services utilizing the Theory of Planned Behavior as a
guide. The analysis was conducted at the Karachi
Circular Railway's City Station to Orangi Town stations.
This route was chosen because the government
planned to begin the KCR service on this route during
the initial process and pass through residential,
commercial, and industrial areas. Cronbach's alpha
values are used as a benchmark for evaluating the
internal accuracy questionnaire items' reliability [10, 30].
Questionnaires were distributed to the Karachi Circular
railway users at selected railway stations along between
City Station and Orangi Town station. Respondents
were chosen randomly based on their gender, age, level
Brohi et al., International Journal on Emerging Technologies 12(1): 317-322(2021) 319
of education, and purpose and frequency of public
transportation use during a given week. According to
[31], any multivariate statistical analysis should begin
with a sample size of 200; therefore, 240 respondents
were chosen for the data collection of this research.
C. Data Analysis
This report's findings were analyzed using the Statistical
Package for Social Science (SPSS) version 23. The
study's objectives and the relationship between
variables were accomplished using descriptive statistics,
correlation, and regression analysis. Cronbach's Alpha
was used to assess measurement reliability by
evaluating the reliability of each factor's variables.
Coefficients greater than 0.7 are considered sufficient,
implying a reasonable degree of construct reliability [32].
IV.RESULTS AND DISCUSSION
A. Residents' Demographic Analysis
The descriptive review in Table 1 includes information
about the respondent's gender, age, level of education,
occupation, monthly income, the reason for using public
transportation, and frequency of use of public
transportation per week. Male respondents, at 52%,
outnumbered female respondents, at 48%. The majority
of respondents, 60%, were between 18 and 30, and
46% had a bachelor's degree. The majority of
respondents had a monthly income of between 30,001
and 40,000 PKR. Additionally, it demonstrates that
respondents are still seeking education and earn less
than 20,000 PKR. Karachi is a strategic location with
numerous educational institutes. This means that most
public transportation users are students and private
workers with a low income and a maximum age of 30.
Additionally, the study found that the primary reason for
using Karachi Circular Railway was for schooling and a
private job. The frequency of using public transportation
was between one and five days per week.
B. Multivariate analysis of the TPB components
Table 2 summarizesthe mean scores and standard
deviations for the users' various aspects of using KCR.
Respondents give their feedback on several aspects
such as service satisfaction, the environment of KCR,
comfort, time punctuality, good seating places. The
respondents were encouraged to use KCR due to its
superior service (Mean= 3.53, std. deviation= 1.18),
followed by the environment (Mean= 3.41, std.
deviation= 1.27), comfort of the service (Mean= 3.40,
std. deviation= 1.18), and the time punctuality (Mean=
3.41, std. deviation= 1.27). Additionally, users revealed
that it is more affordable and cost-effective to ride than
informal public transportation and private vehicles in the
Karachi metropolitan area. Significant improvements,
such as the addition of park and ride facilities at
stations, will significantly increase transit usage and
draw many discretionary riders who would otherwise
travel by car.
According to Table 3, the relationship between intention
and behavior was moderately high positive, with r= .703
and p<.01. Though attitude, SN, PBC, and behavior all
exhibit a moderately positive relationship (r = .682, .621,
.486, and p .01, respectively), this indicates that all TPB
components have been shown to substantially
contribute to the behavioral intention towards using the
Karachi Circular Railway. Although the relation between
intention and behavior exhibits a high degree of
significance, as the three primary components are
attitude, SN, and PBC. According to [33], the intention is
significantly more correlated with behavior followed by
behavior with attitude. According to a 2016 study [18],
there is a strong positive association between helmet
use intentions and behavior.
Table 1: Respondents' demographic characteristics.
Profile Category
Percentage
(%)
Gender Male 52
Female 48
Age Groups
18-30 years 60
31-45 years 31
46-65 years 7
66 or above 2
Education
Level
Primary 6
Secondary 2
Higher Secondary 15
Graduate 46
Post-
Graduate/PhD 31
Marital Status Single 77
Married 27
Year of
Residence
1-2 years 44
3-5 years 13
6-7 years 9
More than 7
years 34
Monthly
Income
Less than 20,000 32
20,001-30,000 15
30,001-40,000 35
40,001 or above 19
Purpose of
Using Public
Transport
Work 36
Daily Routine 10
Education 46
Entertainment 8
Frequency of
Using Public
Transport
1-5 times 65
6-10 times 27
More than 11
times 8
Table 2: Mean score and standard deviation of factors
that influenced the users.
S. No Item Mean
Std
Deviation
1 Service
Satisfaction of
KCR
3.53 1.18
2 Environment of
KCR 3.41 1.27
3 The comfort of
using the KCR 3.40 1.18
4 KCR adheres
to time
punctuality
2.46 0.87
5 Usage of KCR
facilitates
users
3.21 0.81
Brohi et al., International Journal on Emerging Technologies 12(1): 317-322(2021) 320
Table 3: Correlations of T PB components.
ATT SN PBC INTT BEH
ATT 1
SN .643** 1
PBC .522** .661** 1
INTT .613** .587** .493** 1
BEH .682** .621** .486** .703** 1
**: Correlation is significant at the 0.01 level (2-tailed)
Two-level regression analyses are performed on the
TPB model. At first, multiple linear regression analysis
was used to investigate the association between the
TPB components. Second, a simple linear regression
analysis was performed between the variables of
behavior and intention. Table 4 demonstrates the
importance of attitude, SN, and PBC coefficients on
multiple linear regression analysis. Both TPB
component values were statistically significant. The
findings suggest that attitude and SN components are
essential predictors of behavioral intention to use
Karachi Circular Railway (β=0.163 and β=0.129,
respectively, p<0.05). However, for PBC, the sequence
of outcomes was not the same. According to some
research, attitudes and behavioral intentions have a
reasonably close correlation [18, 26]. Additionally, the
R2 (0.550) value shows that the model accounts for
55% of the variables' variance.
Table 4: Regression Analysis of the TPB Components
Model
Standardized
Coefficients t Sig
(2-tailed)
ß
1
Constant -3.891 0.000
Attitude 0.163 3.170 0.002
SN 0.129 2.402 0.017
PBC 0.097 2.084 0.038
Dependent variable: Intention
R= 0.742, R2= 0.550, Adjusted R2= 0.545, Std. Error
of the estimate= 0.947
The product of simple linear regression analysis is seen
in Table 5. The values have been determined to be
statistically significant. There is a significant relationship
between intention (β=.703, p<.05) and behavior
variables. Additionally, the study demonstrates that
behavior can justify the coefficients of determination,
R2= 0.494, 49.4% of intention variance. According to
some researches [18, 33], the intention is significantly
more correlated with behavior than attitude. In contrast
to the assertion made by [29], service efficiency and
perceived meaning directly affect behavioral intention
Passive systems are based on renewable energy
sources.
Table 5: Regression analysis of the Intention and Behavior
Components.
Model
Standardized
Coefficients t Sig
ß
1
Constant .135 .893
Intention .703 19.351 .000
Dependent variable: Behavior
R= 0.703, R2= 0.494, Adjusted R2= 0.493, Std. Error
of the estimate= 1.000
V. CONCLUSION
In the study area, public transit modes include public
buses, commuter rail, and taxis. This research aims to
identify the behavioral intention to use Karachi Circular
Railway using the Theory of Planned Behavior. The
factors that inspired users to use the KCR service are
determined utilizing simple frequency distribution
analysis of demographic and experience data described
in the form of a mean score and standard deviation. The
uppermost mean score contributes and influences
commuters to use Karachi Circular Railway over private
and informal public transportation in Karachi. Apart from
that, user satisfaction with the service, the environment,
the comfort, and the facilities offered by the KCR
providers all affect users' intention to use the service.
In contrast, the lowest mean score defined as a factor in
using KCR can reduce regular trips for different
purposes such as education, work, recreation, etc. TPB
components were analyzed using correlation and
regression analysis. The findings indicate that three
significant TPB variables affect public transportation
users' decision to use KCR. These variables are
Attitude, Perceived Behavioral Control, and Intention.
Cheaper fares and improved infrastructure are two
factors that encourage public transportation users to use
KCR. It can be inferred that a favorable attitude toward
cost savings, service satisfaction, convenience, and the
atmosphere would increase ridership on public
transport.
ACKNOWLEDGEMENTS
Authors are thankful to participants of the study. Also,
authors are very thankful to the faculty of Department of
City and Regional Planning, Mehran UET Jamshoro.
Conflict of Interest: There is no conflict of interest in
this work
Brohi et al., International Journal on Emerging Technologies 12(1): 317-322(2021) 321
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How to cite this article
:
Brohi, S., Kalwar, S., Memon, I.A. and
Ghaffar, A. (2021).
Using the Theory of Planned Behavior
to Identify the Behavioral Intention to use Public Transportation Service: The Case Study of Karachi Circular Railway.
International Journal on Emerging Technologies, 12(1): 317–322.
