1.Introduction Promoting sustainable transportation and achieving net-zero emissions necessitate a strategic shift from private vehicle reliance toward more robust public transit systems. Increasing Mass Rapid Transit (MRT) use has become a critical objective in this context. Prior studies have shown that well-designed built environments surrounding MRT stations can enhance ridership by encouraging active travel modes, such as walking and cycling. Although the relationship between the built environment and cycling behavior has been widely examined, many studies fail to account for differences in individual capabilities. Addressing this gap, the present study investigates whether the built environment and perceived bikeability influence the frequency of cycling from home to MRT stations, with explicit consideration of individual capability differences. 2.Methodology To address the limitations of prior studies that have overlooked individual capability differences and failed to incorporate model structures capable of capturing such heterogeneity, this study adopts the capability approach proposed by Sen and Nussbaum. This framework enables the integration of individual capability differences into analyzing how the built environment and perceived bikeability influence the frequency of cycling from home to MRT stations. A random parameters ordered probit model is employed to account for unobserved heterogeneity, thereby enhancing model validity and isolating the effects of capability-related variation. The model examines the influence of the built environment, perceived bikeability, individual capability differences, and their interactions on cycling frequency. This approach underscores that individuals may interpret and respond to identical environmental conditions differently based on their capabilities. 3.Preliminary results Preliminary results from the bicycle usage frequency model reveal that, among the fixed parameters, the "service accessibility" dimension of perceived bikeability significantly positively affects cycling frequency. Concerning individual socioeconomic characteristics, holding a car or motorcycle license is negatively associated with bicycle use, whereas male individuals are more likely to cycle frequently. For the random parameters, the standard deviations of land-use mix entropy, total street length, and the number of shared bike stations significantly differ from zero, indicating substantial heterogeneity in how individuals respond to these factors. Only the mean of land-use mix entropy is statistically significant, suggesting a differentiated but generally meaningful influence on cycling behavior.