Do we save time with our faster transport modes? The answer is, no. The authors answered this question after comparing the average daily per capita transport time-use based on the 1986/87, the 1999/00, and the 2009/10 Hungarian time-budget survey. The average time-use remained between 60 and 65 minutes, same as it was in 1977. During the period studied, the share of the motor/car time-use approximately doubled in the total transport timeuse, while the other modes (walking, cycling, and public

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... ansports) decreased proportionally. In the same period, there was a wide distribution in the per capita daily transport time-use data influenced by geographical destination choice (in space and time)-and by demographic (age, gender), spatial (county, settlement status), and social (activity, qualification) variables. The paper analysed the effect of the latter explanatory variables on the heterogeneity of the transport time-use. The gender and activity variables can explain motor/car timeuse differences; geography and settlement status the bicycle-, and the settlement status also the public transport time-use differences. However, all the explanatory variables analysed could only explain 10% of the divergences. The transport in our time-budget 55 of the transport are to a certain extent proportional to the combined transport performance index. Besides the volumes, this study focuses on the time spent on transportation rather than on the distance covered by the transport. This seems to be an anti-spatial approach, since we do not take into account distance in our analysis. However, we will see that the time-use orientation also emphasises important spatial connections and consequences. In a next section of the introductory chapter, we show different myths and suppositions that are related to the time used for transportation. We also present a background to the time-use approach and its application in the field of transportation. A separate section discusses the Hungarian background literature on the subject. Subsequent to this discussion, we present the subject and methodology of our study, the sources of the data, and the selected data series: time-balance data for the Hungarian transport, including the different transport modes, and the social and territorial background data for people using the different transport modes. Our aim is to analyse the variance and mutation of the consumed transport time in time series (of the past decades), on the one hand, and transport time-use by the related demographic, social, and territorial patterns, on the other hand. The following chapter reports the main results, and the summary of the main findings concludes the study. A key-effort of the modernist transport planning: saving transit time by higher speed People perform different mandatory and discretionary activities on a daily basis. The mandatory activities are classified further by Gerike et al. (2015) . They distinguish three types of activities and trips: (1) subsistence (work, education), (2) nondiscretionary or maintenance (shopping, errands, chaperoning, care, voluntary, personal care, other), and (3) discretionary (leisure). Regardless of whether we like or dislike an activity (the activities can be either pleasant or monotonous), we have to invest time in the activities we choose to perform. Jones and Boujenko (2009) distinguish 'Place' and 'Link' functions in an urban area. As a Link, a street facilitates movement of people, thereby minimising their travel time. A Place is always a destination in its own right, where people are encouraged to spend time performing different activities 1 . Modernist planning always considered the transit spaces as a Link; in addition, people, the users, also agreed that the time spent on transportation is a loss that has to be shortened. While estimating the cost-benefit of a new transport project, the time that can be saved (e.g. by an electrified rail or new overhead crossing) is considered as part of the benefits. Time-