Who is Ready to Cycle? Understanding the Stages of Cycling Motivation in Montreal and Laval

Abstract

As cities promote cycling, not everyone is ready or willing to adopt it. This study explores cycling adoption by examining how individuals move through different motivational stages, from not interested to daily use. Using survey data from 1200 Montreal and Laval residents, we analyze socio-demographics, mobility habits, and perceived barriers. Findings show that infrastructure is very important but not enough to encourage cycling; car dependency, safety concerns, and social influences also matter. Many face practical or psychological barriers, while some cycle out of necessity rather than choice. To boost long-term cycling adoption, policies must address readiness stages through improved infrastructure, education, and multimodal access. A targeted approach is key to fostering sustainable cycling habits. 

Introduction

Cycling is promoted as a healthy, sustainable, and cost-effective alternative to car use. However, not everyone is willing or able to incorporate cycling into their daily transport habits. Our recent study explores the factors that influence cycling adoption and retention, including socio-demographics and the built environment, such as bicycle infrastructure. Understanding these determinants can help researchers, practitioners, and city officials assess the potential for cycling in different contexts and inform policies that support its uptake.    

People do not simply one day start cycling; instead, they progress through distinct psychological stages. Our recent study in Montreal and Laval evaluates the potential for cycling by examining how people move through different stages of cycling motivation and intention. We also explore what factors facilitate or hinder their ability to start cycling for transport or to do so more frequently.  

Cycling is more than just ‘cyclist’ vs ‘non-cyclist’

Traditionally, transportation studies have examined the factors associated with cycling by simply looking at who cycles, who doesn’t, or how often people cycle. However, the reality is much more complex, and these approaches provide limited insight into the process of change. Stage of change theories suggest that people progress through a series of motivational stages before they fully adopt a new behaviour. Inspired by the Stage Model of Self-Regulated Behavioral Change (SSBC), we developed a single multiple-choice question to capture individuals’ cycling stage of change. Based on their answers, we identified five groups:

• Stage 1: Predecisional denial – People who do not cycle and see no reason to start.
• Stage 2: Predecisional inhibition – People who would like to cycle but feel it is currently impossible for them.
• Stage 3: Preactional (or preparation) – People considering cycling but having no concrete plans or people who are actively planning to start cycling but have not fully started yet.
• Stage 4: Actional – People who cycle occasionally but are unsure if they will continue.
• Stage 5: Postactional (or maintenance) – People who cycle regularly and intend to keep doing so.

Understanding these categories allows us to identify where people get stuck and how to help them move forward.

Who is ready to cycle for transport?

To investigate these questions, we analyzed data from a survey conducted in Montreal and Laval in fall 2023. A total of 1188 respondents were recruited through Léger Opinion, ensuring representation by age and gender for both cities. A first result is that not everyone is able to cycle. About 11 % of our sample cannot cycle due to a health or physical condition, while 4% do not know how to ride a bicycle. The figure below illustrates the distribution of respondents in both cities based on their stage of change.

While Montreal has a higher proportion of people in the maintenance stage (S5), Laval has a higher proportion of people in predecisional-denial (S1) w   ho are not interested in adopting cycling for transport. However, the stage-of-change perspective reveals that the proportion of potential cyclists is slightly higher in Laval than in Montreal. Specifically, 31.6% of respondents in Montreal are in the predecisional inhibition and preactional stages (S2 and S3), compared to 35.1% in Laval.

Our study provides insights into the characteristics of individuals at each stage. For example, Stage 2 has the highest proportion of women, while Stage 3 respondents are more likely to have a transit pass. Those in Stage 4 are more likely to be lower income, while individuals in Stage 5 are less likely to own a car and more likely to have a carsharing membership (e.g., Communauto). Regarding the built environment, only individuals in Stage 5 live in neighbourhoods with more protected bike lanes. This suggests that while the varying levels of interest and readiness to adopt cycling from Stage 1 through Stage 4 are not necessarily dependent on the quality of cycling infrastructure, good infrastructure does play a crucial role in helping people reach the “finish line” and fully integrate cycling into their transportation habits. 

Barriers to cycling

We also dived into perceived barriers to cycling. Our study identifies four key types of barriers, each of which impacts different people at various stages of change differently:

1. Lack of convenience (Internal barriers)
   1. Individuals in the predecisional-denial stage (S1) see cycling as impractical for their daily routines and prefer other transport options.
   2. Those in the predecisional-inhibition stage (S2) would like to cycle but feel it is impossible due to constraints such as needing to transport children or carry items.
2. Efforts and appearance
   1. Participants in stages S1 to S3 express concerns about cycling being physically demanding, too slow, and making them sweat or affecting their appearance.
   2. Surprisingly, those in the actional stage (S4), who are unsure if they will continue cycling, exhibit an increase in these concerns, suggesting they may be cycling out of necessity rather than preferences.
3. Negative concerns and stress
   1. Safety-related barriers, such as fear of traffic, stress, and concerns about bicycle theft, are most prominent for those in the predecisional stages (S1 and S2).
   2. Those in S3 and beyond are less affected by these concerns, possibly due to greater experience or exposure to cycling.
4. Infrastructure barriers
   1. Those in the predecisional-inhibition stage (S2) perceive a lack of protected cycling infrastructure and convenient routes as major obstacles.
   2. However, those in predecisional denial (S1) who have no intention to cycle are less concerned about infrastructure, suggesting their barriers are more internal.
   3. Infrastructure concerns remain an issue in postactional stage (S6), where regular cyclists demand better cycling infrastructure to maintain their habits.

The relationship between these four types of barriers across the five stages of change is presented in the figure below. Overall, lack of convenience and effort- and appearance-related barriers show the most significant decline between Stages 1 and 2 and Stage 5. In contrast, negative concerns and stress-related barriers and infrastructure barriers show only a smaller change over the stages.

Don't assume all cyclists are convinced about cycling

Our study confirms that some people cycle out of necessity rather than choice.  These ‘captive cyclists’ often have limited transportation alternatives, derive less enjoyment from cycling, receive less social support for their choice, and  may be more likely to abandon cycling if their circumstances change.

A similar principle applies to public transport service, which should focus not only on increasing ridership but also on enhancing the experience for existing users to ensure continued use. 

What can we do to encourage cycling?

To help more people transition into regular cycling, we need targeted interventions:

• For those in the predecisional stages (S2), expanding and improving infrastructure to be for all ages and abilities is a critical step;  
• For those in preactional stage (S3), they are the low-hanging fruit and initiatives like bike-sharing programs, cycling workshops, cycling-to-work campaigns or guided trial rides can help them integrate cycling in their daily transport habits.
• For those already cycling but unsure they will continue (S4), investments in safer and more convenient cycling infrastructure along with means to reinforce positive social norms towards cycling can ensure they continue using bicycles in the long term. 

Conclusion: A tailored approach to growing Montreal and Laval's cycling culture

Encouraging more people to cycle is more than just adding bike lanes—it’s about understanding where people are in their journey and addressing their specific concerns. By acknowledging the diverse motivations and barriers people experience, we can create more effective policies to make cycling a viable, appealing, and lasting mode of transportation in our cities.

Recherche originale :

Zarabi, Z., Laviolette, J., Waygood, O. and Manaugh, K. (2025). What type of person is at different stages of change for cycling? A case study of Montreal. Travel Behaviour and Society, Volume 39

Disclosure statement :

The authors have no conflict of interest to declare.

Credits of the cover image :

© Sandra Larochelle

 

Do you want to publish your results and write one of our News? It is possible! See our Call for proposal to find out how.