In Montreal, bike lanes are a work in progress

In Montreal, a city celebrated for its bike-friendly reputation, cycling sometimes feels like navigating through an unpredictable obstacle course. Potholes, construction zones and bustling streets turn each ride into a test of skill and patience.

Thomas Fourier, who moved from Belgium to Montreal in 2022, sums it up with a mix of humour and frustration: “To bike here in the city, you must have a mountain bike.” 

"I love biking to work because, in the morning, it makes me feel fresh and full of energy. However, biking in some parts of the city is like going through construction sites. I've had four flat tires since April," says Fourier, who bikes 14 kilometres daily to commute to work in the city centre and back to his home in the Villeray neighbourhood.

Fourier says some days it seems as though active transportation takes a distant second to development.

The state of Montreal’s bike infrastructure today, however, would have been a dream for the activists of yesterday: a generation ago,  the very notion of a bike lane was a radical proposition. That doesn’t mean active transportation has become as safe and convenient as it should be, but there’s a growing awareness of its benefits.

As Montreal grows and changes, a growing number of its residents are advocating for better urban infrastructure, including expanded quality bike lanes, more green spaces and enhanced public transportation. The cry for more comes despite the city’s efforts, which have added 246.1 hectares of green space between 2012 and 2022 and expanded the bike path network from 730 kilometers in 2016 to 1,078 kilometers in 2024.

They reflect a broader movement calling for a more accessible city that prioritizes the needs of people over motor vehicles — and in doing so, fights the drivers of climate change while adapting to a warmer world.

Pedalling change

Research conducted by INTerventions, Equity, Research, and Action in Cities Team (INTERACT) in part asked Montrealers “simple questions like ‘What would you like to see in your neighborhood?’ and ‘What changes would make your community a better place to live?’” said researcher Zoé Poirier Stephens. 

Residents identified six key areas for improvement in their city: “strengthen public transportation, reduce space dedicated to cars, foster local social connections, develop quality cycling infrastructure, improve pedestrian accessibility, and green the city.”

Poirier Stephens, the lead author of the study, said she was surprised by the answers. They hadn’t asked about climate change — but by emphasizing better public transit, reducing car dominance and increasing green spaces, Montrealers were also advocating for more environmentally conscious urban development that will also cut CO2 emissions.

The INTERACT team, which examines major urban interventions in Victoria, Vancouver, Saskatoon and Montreal, conducted similar research across all four cities. However, Montreal was unique in also soliciting input from residents; research in other cities focused on ideas proposed by policymakers, city officials and urban planners.

Poirier Stephens noted that over recent years, the idea of livable neighborhoods and 15-minute cities has gained popularity as people realize the benefits of living closer to their work and other daily needs, winning back time from long suburban commutes.

While the research suggests a promising shift towards more environmentally friendly urban development, not everyone in Montreal is convinced these demands reflect a deep-seated change in residents' priorities.

“It’s hard to tell if public opinion has truly shifted towards a more climate-friendly lifestyle,” says Séverine Le Page of Vélo Fantôme, a cycling advocacy group. “People talk about wanting fewer cars, but at the same time, car sales are at an all-time high.”

Since 2013, Vélo Fantôme (Ghost Bike) has been advocating for safe, protected bike lanes and raising awareness about the need for dedicated cycling paths. They have placed hundreds of white-painted bikes at sites of fatal cyclist accidents.

“People want more bike lanes but are reluctant to give up free parking spaces,” she adds. This isn’t just an idle preference; when the city removed parking spots to build a protected bike lane in Park Extension, actual protests and counter-protests erupted.

Le Page believes this hesitance reflects a deeper need for change in cultural and consumption habits — a shift made harder by cities still restricted by car-centric planning.

She argues that a true shift towards climate-friendly demands has yet to occur. “That would be a significant change, and we’re not there yet. We’re still in the process of shifting,” she concludes. 

Growing green

Dimitrios Roussopoulos has seen the city undergo vast changes in his 88 years. The activist and author has been involved in Montreal’s militant urban movements since the 1970s and says the city has come a long way, both in public demands and political responses.

Roussopoulos recalls the early days when grassroots movements such as Le Monde à Bicyclette, co-funded by Robert Silverman and Claire Morissette, began to shape Montreal’s urban policies. These movements, he believes, altered residents' views on urbanism and influenced policymakers.

When they first went public with those demands, they were dismissed as radical activists, with officials rejecting proposals such as dedicating space for bikes on metro trains.

“The ideas of accessible public transportation, bike-friendly infrastructure and green spaces have become part of legitimate political discourse,” Roussopoulos said.

Activists successfully encouraged more cycling and pushed people to demand more from their representatives, he added.

“Many of the policies being implemented today in Montreal are exactly what those early groups advocated for,” Roussopoulos notes. “This demonstrates the power of movements that combined advocacy and direct action.”

As editor of The Rise of Cities, Roussopoulos has seen the fight for green spaces in Montreal evolve. In the 1970s, large organizations such as Coalition Verte and Montreal Urban Community led these efforts. Recently, smaller neighborhood groups have emerged as key players in protecting the city’s remaining green spaces, he stresses.

In a city with the lowest parkland per capita among Canada’s major cities, these community-led efforts have transformed several wild fields into parks. One park inaugurated in 2023 was even named after Roussopoulos’s late wife, urban activist Lucia Kowaluk. 

Roussopoulos said Kowaluk did not seek personal recognition. “If Lucia knew the park was named after her, she would be embarrassed. I’m sure she would have said, ‘Why me, when so many other activists are doing such great work?’”

For Roussopoulos, the recognition felt like a victory because the causes Kowaluk fought for were echoed in the demands of the residents: “It’s a triumph, as the city of Montreal has recognized the significance of Lucia’s work — not just for the neighborhood, but for the entire city.”

Just a two-minute walk from his co-op flat, this small park has become the place where Roussopoulos spends some of his spare time. Situated less than a mile from Montreal’s largest high-rises, the park offers a quiet retreat to all residents amid the city’s chaos — a green oasis in the heart of a rapidly modernizing city.