In autumn 2020, Professor Jana Kühl attracted a lot of attention. Germany suddenly had its first female professor for mobility issues regarding the bicycle. More than a year later, the hype has calmed down. Nevertheless, the geography graduate still doesn’t get to do as much research as she had hoped. In an exclusive conversation with Elektrofahrrad24, it becomes clear how much energy it takes to train the future experts in bicycle traffic at the Ostfalia University of Applied Sciences – and what motivation she draws from it for herself privately.
Your professorship is one of seven in Germany. What exactly is your profile?
My perspective is an interdisciplinary one. I do research and hold lectures in the field of transport planning, but I am not an engineer, as is usually the case in this profession. I look at the topic from a social science and political perspective. What are the different needs of cyclists? What are the preferences for use? What is practicable for which groups? How much space can the bicycle occupy in public space? These are the questions I am addressing.
That’s a ton of topics. In which subjects does this specifically play a role in your studies at the Ostfalia University of Applied Sciences?
In the area of transport, there is passenger transport management. There you can take a more comprehensive look at bicycle traffic. Then we have a similar degree programme, which is more about engineering issues, industrial engineering focussing on traffic. In addition, I work at Ostfalia in the area of media and communication. That fits extremely well, because promoting cycling and the question of how we want to travel in the future has a lot to do with negotiation and dialogue. In addition, there are individual courses in the sports degree programmes and in the fields of tourism and regional development. So that adds up to quite a lot.
Let’s stay for a moment with the students who explicitly deal with cycling planning. What knowledge are they taught and what can they use it for later?
They learn in detail how cycling planning works. What are the planning principles? Which actors play a role? How do decision-making processes develop? Later on, they will be able to move confidently in the mix of interests and power relationships and actively promote cycling with strategic skill. And we provide them with a portfolio of good bicycle traffic solutions. Something that fits the individual case, is practicable and is supported by the people.
In which positions do we later encounter such specialists?
Classically, in the planning offices of the municipalities. However, this can actually be applied to all levels of regional authorities. They are also employed by consulting firms that are commissioned by municipalities to develop concepts. In some cases, they will work for public transport companies that are thinking about how to organise bicycle transport or how to improve the link between cycling and public transport. It is also conceivable that they will work for companies with their own vehicle fleets. But these are more likely to be the really big companies.
You have already outlined your broad contextual approach. What is more difficult, getting a new bike lane implemented or breaking down a prejudice against cycling?
Changing the mindset about bicycle mobility is partly as big an undertaking as changing the infrastructure. The two are directly related. With every infrastructure measure, different interests, aspirations and self-conceptions collide. Everyone has their idea of one’ s own mobility.
Dr Jana Kühl was the first holder of an endowed professorship on cycling in Germany. Currently she works at the Ostfalia University of Applied Sciences.
Compared to other road and transport users, cyclists often still feel underprivileged. What is the situation regarding equality from your point of view?
That depends on who you compare yourself to. In terms of Europe, we are probably in the middle. Compared to the Netherlands, we are miles behind. I consider the greatest need for action to be in the area of safety. Especially with the rise of ebikes. The infrastructure has to catch up. Otherwise, we’ll take a situation where those who want to cycle don’t find the necessary infrastructure, maybe even have an accident and turn away from cycling totally frustrated.
Do ebikes and pedelecs actually create new demands?
With the higher cycling speeds, the stress on the existing bike lanes is growing. Anyone who rides on a bike lane with small children is certainly familiar with the situation where someone going faster wants to overtake. This requires enough space. It is quite possible that numerous commercially used e-cargo bikes will be added in the coming years. If that happens, the current infrastructure will nowhere near suffice. We need to discuss how space can be reorganised so that these new forms of mobility can also be used properly.
What do you think is most urgently needed for this?
First and foremost, more safety. Quite often, local conditions play a greater role. For example, what about visibility at intersections? At the same time, this also applies to the general handling of bicycle traffic. Where can I change the traffic lights so that cyclists can cross an intersection safely? Once safety is guaranteed, it is also a question of creating enough space for everyone.
Projects like the “Asphalt Art Safety” from the USA show how even painting the road can increase safety at intersections for cyclists and pedestrians.
Have ebikes really earned this space? Some people are quite critical of them.
That’s true. It is often said that the ebike causes environmental problems due to its battery. And anyone who owns an ebike purely for fun is certainly not contributing to environmental protection. As soon as people use it to replace trips by car, it is massively beneficial. Compared to the energy consumption involved in producing and driving an e-car, it’s a trifle.
You have five bicycles yourself. Is there an ebike among them?
Yes, my cargo bike has electric assistance.
The others manage without?
Yes, although I really appreciate the electric assistance, especially when I ride longer distances. In terms of comfort and time efficiency, it’s really very appealing. I will continue to be loyal to my other four bikes, but I am really excited about the new possibilities.
You have already mentioned that cycling promotion urgently needs media attention. You yourself were in the media spotlight when you took up your post in 2020. Do you now enjoy holding “only” one of seven and not THE one chair on cycling?
Definitely. In the beginning, “the first female cycling professor” was a very popular title. I never expected such a huge media interest. Maybe I was a little naïve. Or maybe I was just happy to be able to do specific research on cycling. On the other hand, it is also very interesting to be able to fill out the topic in the media. Basically, all seven of us are the first to be called and we want to be perceived as such.
Are you coming back to research more extensively now that media interest has normalised?
You are addressing something there! I would like to do more research again. At the university, however, I am already fully occupied with my teaching. At the beginning, I actually had to completely rebuild all the courses. Now I’ve gone through them a time or two and a certain routine kicks in. This gives space for things aside from that. During a semester or a year, I can at least take on smaller research projects.
Among other things, you are researching how infrastructural measures such as bike lanes affect the motivation to switch from other modes of transport to cycling. What is the status of this project?
This is actually supposed to be part of my postdoctoral lecture qualification. Unfortunately, it is currently on hold for the reasons I mentioned. I would definitely like to take it up again. Lighthouse projects like this are exciting. They show how cycling can actually work if you’re taking it seriously. I would like to find out what such projects trigger in the minds of cyclists. And whether this changes something in society as a whole, in which cycling suddenly takes on a new significance.
What has been your best cycling experience so far?
It’s hard to say. I actually enjoy cycling every day. When I rode to work this morning, it was cold, wet and grey. Lots of cars whizzed by next to me and everything seemed quite hectic. Then I decided to take the longer route and swerved onto farm tracks. Suddenly there was complete silence, something similar to a sunrise appeared. I just cycled all by myself and felt incredibly relaxed in one fell swoop.
Is there a cycling experience that you don’t like to think back to?
That’s the accidents and near-accidents, of course. Fortunately, nothing bad has ever happened to me. There have been several dangerous situations, especially when turning right. Yet it’s often quite too much, if someone drives recklessly and, for example, fails to keep a safe distance to your bike. That alone makes me feel endangered. I wonder if people are even aware of what they are doing at such a moment? On a bike, you’re just very vulnerable in these situations.
Does it then make you feel better to know that you are in a position where you can do something to make this happen less often?
It is indeed immensely motivating to be able to sensitise the next generation of administrators to such things. I can’t implement anything concrete and many of the related political debates are still frustrating. Nevertheless, on a very small scale, I can be active and that feels good.
Thank you very much for the interview, Ms Kühl.
Pictures: Ostfalia University of Applied Sciences
