This Circular and 'targeted: in the first hand, to explain the decree in question; in the second part, to set technical standards on the main criteria and design standards, which must comply with the plans for the bike paths in order of their admission to the state contribution; in the third part, to provide the additional mode 'access to state funding for the implementation of the biennial program of cycling and pedestrian routes. PART I DESCRIPTION OF THE DECREE Article 1 (Requirements) - paragraph 1 lists the contents of the "bike routes and pedestrian program" that, for admission to the contributions, should be prepared by the municipalities concerned (specified by law in the article 2, paragraph 1, first and second periods). Said contents are articulated on 8 points (from "a" to "h"), the first of which (the types of interventions) and part of the second (the description and location of routes) constitute an exposure of the entire "network of routes "scheduled for 1992 and 1993, while the remainder of the second point and the following represent the exposure of the characters of" individual routes "for whom and 'allowable contribution. It seems clear that the contributions are competing for the construction of those parts of routes that are identified with the "cycling", is to "own home" than on "reserved lane", believing that the goal of decongesting the motor vehicle traffic go pursued by ensuring, simultaneously, the safety conditions for cyclists. Article 1 - paragraph 2 full exposure of the requirements of the interventions for which and 'application for admission to the contributions, summarized essentially in: a) high degree of traffic decongestion of motor vehicles in urban areas, which are considered can be achieved with pre-eminent reference to mobility 'work and school; b) high profitability 'investment, especially with reference to the associated benefits to an increased use of bicycle paths; c) objective usability 'of the slopes by potential users to identify the different age' groups, for which and 'necessary that altitude conditions of the paths are checked favorable. Article 2 (Priority ') - paragraph 1 defines the preliminary order of priority' of interventions for the granting of contibuti. Its 5 classes (from "A" to "E") are derived from the consideration of the following three characters: 1) the subject of decongestion areas, designed as: city centers and / or urban core areas (the first level, as areas in general congested); poles of collective services with high use, such as schools, offices, hospitals, etc. (second level); pedestrian areas, including parks and green zones (third level, as areas not typically congested with motor vehicles); 2) the type of planned actions, divided into: complete (organizational and / or structural) for existing bike paths (the first level, because they are representative of situations where it is already 'spread the cycling movement); realizations of new homes reserved for cyclists (second level). For completion is the enlargement of the section, the renovation and functional adaptation of an existing track and also the realization of new logs only if of limited size and contiguous or landlocked against existing segments; 3) the organization of cycle paths, with distinction, on the basis onerousness' the related investments, including those of reserved lane (first level) and those of its position (second level). This distinction tends to favor the more 'extensive possible dissemination of the cycling movement with the least overall economic commitment. With that clarification, the cases most 'recurring cycle paths adapt to the five classes of priority' of the decree in the following summary definition: A) Completion of bicycle lanes in the old city center and / or the urban center; B) construction of bicycle paths only on private lane in the old city center and / or the urban center; C) construction of bicycle paths only on its premises, in the old city center and / or the urban center; D) realization of a service cycle paths of other areas ur- bane high attraction of motor vehicle traffic; E) construction of bicycle paths to benefit other areas of low attraction of motor vehicle traffic. More types of bike paths are hierarchical in 5 classes aforementioned in analogy to cases more 'recurring time indicated and taking into account the 3 characters of priority' previously highlighted (areas subject to decongestion, type of operation and organization of the slopes). You can 'be the case where the proposed intervention might be considered more' of one of the classes summarized above (for example, cycle track of its headquarters in adduction to a peripheral terminus of a public transport line towards the center of the city '); obviously in this case will be 'attributed the class whose letters become prevalent than those that define the other classes (in the example above, the class C mainly with reference to cyclists who previously went downtown with your own car, or E class mainly with reference to cyclists who previously went to the center by public transport leaving their cars parked near the terminal). Article 2 - paragraph 2 provides a further character of priority ', integrative of the previous; and on the least possible burden 'of the planned investments, with reference to the commitment of expenditure to the state and, therefore, with privilege for the interventions feasible with the increased participation of private capital or non-state audience. This character does not intervene in the classification referred to in Article 2 paragraph 1 of the Decree, but finds direct application in the evaluation of the eligible contribution and, therefore, the profitability 'state investment. Article 3 (Measurement) shows percentage rate to be applied to the overall cost to get the measure of the contribution requested; based on the expected type of work (80% for class A, 70% for class B, C and D, and 50% for class E, referred to in Article 2, paragraph 1 of the Decree). E 'should be noted that the overall cost aforesaid and' a "reference cost" for the evaluation of the contribution requested, which is identified with the smaller of "cost effective" and "stand- ard" cost. Article. 4 (standard costs), as well as discussed above indicated with respect to the reference price (lower value between the actual cost and the standard cost), it determines the entities 'different standard costs, that' the maximum eligible costs for the evaluation of the contribution requested , in relation to the expected type of intervention. These standard costs are, in short, determined amount to 50, 100, 200 and 250 million lire / km respectively for cases of construction of lanes on existing roadways, of its offices achievements of existing roadways, ex novo construction of offices bicycle and former construction novo ciclopedonabili locations. The same standard cost relating to the realization of their seats on existing roadways (100 ml / km) should be taken as a reference also to the cases of transformation of lanes in their seats and of restructuring and functional completion of pre-existing slopes both for those cyclist that for those pedestrian. It is observed that the standard costs in question are intended to refer, in any case, to km of track in two-way traffic, so as to finalize the full functionality 'of the routes for moving in the forward and in the return of cyclists, therefore, in If the design of a bicycle lane one-way on a path - for example - a ring character, the actual cost (before his confrontation with the standard cost) should be compared, not the entire path length of the track, but rather 'the his goal '. In the assessment of the actual costs, always before their confrontation with the standard costs, it should also be kept in mind that you fall - when justified - the items listed below, or other which may be assimilated: in road works, the reconstruction of the wear layers of flooring or the execution of the entire road structure, any raised traffic islands and their equipment to green (excluding trees), the preparations for intersenzioni flush and any underpasses or overpasses, including their fittings, the works of harvest rainwater into existing contact, excluding new sewage systems but including any new grids suitable for transit of cyclists, etc .; on road signs, in addition to traditional stripes (marking) and signs (road signs), the traffic lights, the signs of bike crossings, the luminous columns to the heads of the raised traffic islands, road delineators, any symbols and horizontal signs, etc. .; in street lighting, special installations for night viewing of the crossings, which should take into account the existing trees in order to avoid shadow zones, etc .; in works of protection, in addition to those already 'mentioned, the reflective inserts on the edge lines, any rubber curbs, eyelashes appropriately beveled edge and connected, with suitable tubular profiles railings, protective barriers with any wire mesh, etc .; in the works and equipment for parking of bicycles, any offsets of sidewalks, racks, etc. Article 5 (Contribution Grant) regards the specific contribution of the shares granted by the Department for the problems of urban areas on the basis of the presentation of the progress of the duly certified works, as described in the respective paragraph 2. It should be noted that the above dimensions are commensurate with the expenses incurred by applying to the latter as a percentage corresponding to the type of intervention, so 'as provided for in Article 3 of the decree, sempreche' the overall unit cost (total / km) costs is lower than the standard costs Article 4 of the decree; Otherwise the contribution quotas for the progress of work are based on the standard costs, always taking into account the extent of the percentage referred to in Article 3 of the decree. 1. Definition type and location. 1.1. The cycleways identify with the road routes used by cyclists, both in the private (bike path), is in place for mixed use by motor vehicles or pedestrians. 1.2. Typically the cycle paths are configured: on its headquarters, for single or two-way traffic, where their headquarters is physically separated from those relating to motor vehicles and pedestrians, through appropriate longitudinal raised traffic islands; a reserved path, to one direction, concordant with the one of the adjacent lane for motor vehicles and located in the right lane with respect to the latter, if the separation element is surmountable, as essentially consists of longitudinal demarcation strip . 1.3. They can however, exist bike paths formed by two adjacent lanes in the following cases: the pedestrianized streets, where the intensity 'of bicycle traffic in relation to the pedestrian requires their implementation; in this case it comes to bike lanes of the opposite direction of rotation located generally at the center of the road; on sidewalks, if their amplitude allow implementation; in this case it is of cycle lanes in gender of the opposite direction are located on the side of the pavement towards the carriageway; possibly on the roadway, if the intensity 'of the bicycle traffic will require the construction; in this case it is of cycle lanes in the same direction of gear always located in the right with respect to the adjacent lane for motor vehicles. It must be held that situations of particular intensity 'if the flow of bicycle traffic is greater than 2,000 units' / hour, for at least two peak periods of at least 15 minutes. 1.4. Except in special cases, for which you must provide specific evidence of validity 'technique for the purpose of road safety, especially with reference to the conflict' on areas of intersection, not 'allowed the use of double-cycle paths direction of travel on dedicated lanes located on the roadway. 1.5. In urban area the bicycle traffic is directed mainly on local roads and where needed that takes place with a consistent intensity 'of the main roads, it must be adequately protected through the creation of bike paths. In general and with specific reference to the type of roads indicated in the legislative decree n. 285 dated April 30, 1992, and 'to be observed that: on motorways, suburban and urban, circulation and chassis' prohibited; on primary rural roads, circulation and chassis' to be prohibited; on secondary rural roads and urban roads slider bike lanes - where are needed - must be carried out on its premises, except in cases where the relevant protected routes are feasible on the sidewalks; on Urban neighborhood streets and local rural roads, cycle paths it can be realized as well as on their premises, even with dedicated lanes; on urban local roads, cycle paths - where are needed - must always be made using dedicated lanes. 2. Width of the lanes and the traffic island. 2.1. Taking into account the overall dimensions cyclists and bicycle as well as' space for balance and should be free from obstacles of a free side, the standard width of the bike lane to be considered equal to 1.50 m; this width and 'reduced to 1.25 m in the case in which they are two adjacent lanes, of the same or opposite direction of travel. 2.2. For bike lanes in the own and those of dedicated lanes located on the pedestrian streets or sidewalks, the width of the bike lane can 'be exceptionally reduced to 1.00 m; the latter value and 'to be understood in each case, as a minimum acceptable even for particularly constrained situations, sempreche' is potratto for a limited cycle length of the route. 2.3. The width of the median strip physically impassable, if existing (cycle paths in its housing) for proper placement of road signs, may not fall below 0.70 am on the side of the motor vehicle lane. 2.4. In the case of cycle tracks on private lane markings margin, with any increase, it assumes significance of traffic impassable, except in sections showing the hatch. 3. Speed ​​'project, plan-elevation features and speed limits'. 3.1. The speed 'of the project, to which correlate in particular the stopping distances, and then the lengths of free view, should be defined trunk to the trunk of the cycle paths, taking into account that cyclists in marching plain typically at a rate' of 20-25 km / h and down gradient of 5% can reach speeds' well over 40 km / h. 3.2. In the evaluation of stopping distances it should take into account the perception of a time and variable decision between a minimum of 1 sec. for urban situations and a maximum of 2.5 sec. for the extra-urban situations, as well as' a coefficient of longitudinal adherence to relate to the type of paving adopted and, in any case, not more than 0.35. 3.3. In the case of construction of bicycle lanes on its own seat, and on independent paths from roads seats intended for other types of road user, the longitudinal slope of the individual livellettes can not 'generally exceed 5%, except for the ramps of the bicycle crossings at levels staggered, for which this may 'be adopted a maximum incline of 10%. For the purposes of the wide usability 'of bike paths by its users, the average longitudinal slope of the same tracks, measured in kilometers of bases, must in no case exceed 2%. 3.4. The maximum longitudinal slope values ​​(mean and punctual) exposed in the preceding paragraph must, in addition, also used as reference material for the identification of the most 'appropriate reserved cycle routes on roads pre-existing networks, in conjunction with the design criteria set out in Article 1 , paragraph 5. 3.5. The horizontal curve radii along the path of the bike paths shall be appropriate to speed 'planned project and, however, typically must be greater than 5.00 m (measured from the inner edge of the track); exceptionally, in the areas of intersection and in particularly constrained points, said radii of curvature can be reduced to 3.00 m purche 'is respected visual free distance and the curve is appropriately signaled, especially in the case and in the direction of travel with respect to which it showing preceded by a livelletta downhill. 3.6. The superelevation in the curve must be commensurate with the speed 'of the project and to the radius of curvature adopted, taking into account both of an appropriate coefficient of transverse grip is the fact that for the proper drainage of surface water and' a sufficient cross slope equal to 2 %, with reference to road surfaces with wear layer made of bituminous conglomerate. 3.7. Cyclists, passing even on lanes reserved for them, are obliged to respect all the limitations of speed 'tax for motor vehicles, including those relating to specific areas of urban areas (zones preferred pedestrian traffic, with speed' limit equal to 30 km / h). Specific speed 'limitations, for individual trunks of bicycle lanes in its headquarters, to be adopted in all those cases in which the characteristics of the track floor- elevations may induce dangerous situations for cyclists, especially if it proved impossible to respect the criteria and previously mentioned design standards (for narrow passages, at minimum radius curves preceded by livellettes downhill, etc.). In the event that the circulation cycling is permitted in promiscuous with pedestrians (on pedestrian streets and on sidewalks), cyclists must proceed at a rate 'such as to avoid dangerous situations (speed' generally not higher than 10 km / h). 4. bike crossings. 4.1. In general the crossings of roadways by cyclists should be carried out with the same mode 'of pedestrian crossings, users with similar behaviors to those of pedestrians and with appropriate adaptations to the chassis that requires user (for example, to the width of the any rompitratta of crossing islands). 4.2. For crossings on mixed-use intersections with motor vehicles and pedestrians, bike lanes on lane must usually place alongside the inner side of pedestrian crossings, so as to set up for cyclists - in the area of ​​intersection - driving on the roundabout with only counterclockwise. 4.3. For split-level crossings reserved for cyclists (bike paths within their own) it is generally preferred in the underpass solution, compared to the one overpass, while ensuring that the maximum longitudinal slope of the ramps is 10% and is carried out, in If flyover, lateral protective barriers in height not less than 1.50 m. 5. Road signs. 5.1. Bike lanes should be provided with appropriate traffic signs at the beginning and end of their journey and each time it changes direction. 5.2. In the case of cycle tracks on private lane, road signs mentioned in the previous paragraph must be integrated - with appropriate intervals, typically every block and in any case every 100 m in the absence of sleepers - those of permanent non stop for vehicles engine and circulating reserved for cyclists. 5.3. If the road paving of bicycle lanes is not marked in color from that of the contiguous parts of the roadway intended for use on motor vehicles and pedestrians, the track itself must 'be provided with special symbols and horizontal written that distinguish the specialized use. 5.4. In the case of cycle tracks on private lane, the aforesaid markings must 'locate itself in alternate position than that of road signs referred to in paragraph 2. 6. Parking of bicycles. 6.1. Each bike path project must be accompanied by the identification of locations and plants, and equipment necessary to meet the demand for parking for bicycles, that have no obstacles to the movement of pedestrians. 6.2. In the new car parks located in the vicinity 'of bike paths, it must be provided for adequate land area to be allocated to the parking for bicycles. 7. bike surfaces. 7.1. On bicycle paths must be cured at most regularity 'of their surfaces to ensure the smooth transit conditions for cyclists. 7.2. On the bike paths and not 'allowed the presence of collection grids of the waters with the main elements parallel to the axis of the same tracks, they' with transverse elements whose step determines difficulty 'transit for cyclists. 8. Feasibility 'technical-economic. 8.1. For the purpose of determining the feasibility 'technical and economic cycle paths combine, as well as compliance with design criteria and standards set out in previous articles, with particular regard to the requirements of Article 1, paragraph 5, also the specific results analysis costs -benefits of the planned measures, designed as a quantified assessment of profitability 'of the relevant investments. 8.2. In the absence of more 'in-depth analysis methods, you can' take as an indicator of profitability 'investment relationship "lire invested / cyclists km x" referring to the first year of entry into operation of the track (two-way) or couple of runs (one-way). 8.3. In calculating the "invested lire" covered all the expenses for the construction and decor of the bike paths in the project, including those concerning remakes of road pavements and public lighting adjustments, the green road and the water conveyance system stormwater into the existing sewer system, as well as' expenses related to satisfying the demand for parking for bicycles. In this calculation it is also to include the operating costs for the works, equipment and furnishings required, to report to the annual average of the first 10 years of operation. 8.4. In the computation of "cyclists x km" can 'make reference to the total annual mileage in the first year of operation of the track or couple of test runs, since the intensity 'of bicycle traffic expected for the hour and the day in peak periods of work and school on the various logs in the project. The aforesaid traffic forecasting should be documented with an exhibition of bicycle flows and of motor vehicles, individual and collective, already 'in place on existing routes in promiscuous falling in the route in the end influence the project, so as to highlight - in particular - the share of bicycle traffic in place and that provided as a transfer from other transport modes. PART III RULES 'ACCESS TO FINANCE STATE 1. To access the state funding the proposals conform to the following: a) the provincial capital and non-capital already' identified by ministerial decrees for the problems of urgent areas bane, given the sums allocated to each region by decree of the Minister, send to the respective regions or autonomous provinces of Trento and Bolzano, the bike routes and pedestrian programs and projects of its tracks drawn up in accordance with the Regulation referred to the Minister's decree to the problems of urban areas n. 467 dated July 6, 1992, as long as 'satisfying the already' mentioned provisions in the second part of this circular to the cards in one given in Appendix No. 1, duly completed in all their parts; b) in accordance 'with the provisions of paragraph 3 of art. 2 of Law no. 208/1992 the regions or autonomous provinces of Trento and Bolzano, after examination and selection of programs and projects received, transmit to the Department for the problems of urban areas as priorities for those eligible in 'the state contribution within the limits of the appropriations referred in point a); c) the maximum period for the acquisition of documents from the Department for the problems of urban areas and 'fixed within one hundred twenty days from the date of publication of this circular in the Official Journal. Minister: COUNT