Protected bike lanes is a term for lanes which have been physically separated from car traffic in some way. It could anything from a curb or median to something as simple as planters, the idea is cars cannot pull into the bike lane without damage besides the designated driveway curb-cuts.
The problem is intersections, where protected lanes often come to an end and cyclists must to merge into traffic lanes with drivers often more concerned with oncoming traffic as they are trying to turn, than with the crowded bike lane that quickly coming to an end beside them. It’s a scary, and way to often fatal, experience that keeps a lot of people who’d rather ride than drive from getting on their bikes.
It doesn’t matter how safe and protected your bike lane is if intersections are risky, stressful experiences.
We need to make intersections just as safe and secure as the lanes that lead into them. What the Protected Bike Lane needs, is the Protected Intersection.
The Protected Intersection, or Dutch intersection, is a proven solution to a lot of safety and traffic flow issues for everyone in every mode involved, including foot. The video is focussed on making it safer to bike, but a lot of the benefits for cyclists apply to pedestrians as well.
The corner refuge and extended sidewalks makes the actual time spent in the roadway crossing the intersection shorter whether on bike or on foot. The crosswalk is set back even further than the bike lane, giving another meter or so of stopping time for drivers. The tight corner radius and narrower road have a natural effect of making drivers slow down.
Even if you’re in a car you get something out of it too. Foremost is getting bikes out of the road and having to cut across traffic to get into the turn lane. That one-car length pocket created by the corner refuge provides room for a turning car to queue, keeping the lane open for forward moving traffic.
As depicted here and assuming this had been a conventional intersection before, each of those corner extensions would have come at the expense of at least one parking space. Or about eight fir the entire intersection and there is no way that’s going to happen without a protest from residents.
Experience has shown the safer it is to ride a bike, the more people will ride bikes instead of driving. It would only take eight people deciding to ride (or walk) instead of drive to make up for that lost parking.