<p>In response to comments from "Westwood" and "Haligonian", please see below: </p><br><p>Cycletracks within roundabouts exist in parts of the world that already have very high proportions of bicycle traffic (primarily in The Netherlands and Denmark). They require drivers to yield to bicyclists when turning across their paths. Installing Dutch bicycle infrastructure without Dutch laws or culture would be considered irresponsible by most, if not all, North American designers. In North America, roundabouts with on/off ramps for cyclists and multi-use paths around the roundabout are the preferred design for cyclists, and that is what is proposed for the North Park Roundabouts.</p> <p>Installing bicycle lanes between the parked car and the curb instead of between the parked cars and travel lanes can reduce the risk of dooring style collisions, however they may not be appropriate or suited to every condition. At intersections, protected bike lanes need to come back closer to the travel lanes so that cyclists are visible to turning drivers.   In this context, weaving the bike lane behind the parking for the relatively short stretches where parking is provided might create a needlessly meandering path for road cyclists without significant benefit.  The 5.4m wide travel lane that is available will provide for plenty of manoeuvrability for cyclists to avoid dooring collisions, and may be striped with a bike lane to improve awareness of people who are parking of the potential presence of bicycles. Cyclists who prefer to ride in an environment that is protected from vehicular traffic will have the option of leaving the road entirely and using a 4m wide multi-use path on the Halifax Common to travel between the roundabouts.</p>