Stemming from the renewed desire to requalify the former Brembana Valley railway route (inside one of the valleys of the Province of Bergamo and close to the important city of Milan), from Bergamo to Villa d’Almè, in 2017, the Bergamo Transport Company and other partners have signed a memorandum of understanding. They have also entrusted a project company to develop a technical and economic viability study, which would be an update of a preliminary one presented in 2009. A private proposal for the realization of a test survey, useful for the required engineering project, has been submitted to the project company and accepted. For this reason, a team, comprising different companies, and among them also the Geomatics group at the University of Bergamo, was formed so as to perform this task and develop it in a degree thesis. The aim of the test survey is to evaluate a joint use of the new available technologies, so as to possibly get faster, more economic and thorough results, by performing a 3D metric analysis over two sub-areas selected along the route. The paper describes this experience and the achieved results. In particular, the areas of interest in the test project have been analyzed first thing with a GIS software and then surveyed with a multi-sensor approach, i.e. terrestrial laser scanner, GNSS techniques and UAV. The final integrated results allowed providing a metric model of the morphological and urban aspect for the territorial layout, useful also for further advanced GIS analyses. The analysis of the reached precisions has provided satisfactory results which agree with the metric requirements of the project. Further meaningful considerations can be derived from this test survey: the implementation of different techniques has helped to overcome problems due to hidden parts in complex objects, it has allowed to provide a faster survey and to test different technologies and software packages. The results have been quite satisfactory.
In July 2017, a joint venture [
For this reason, a test project has been studied by the teams involved [
This choice is meant to provide useful geo-referenced metric information for the project of a new light tramway which will be called Tramway 2 or T.E.B. [
The hope is that this new line could be finally carried out; for this reason, as above said, an agreement protocol has been signed [
The renewed interest to restore the whole route of the former Val Brembana railway has allowed, as explained above, to test new survey techniques and their implications, over two test sub-areas chosen by T.E.B. [
The two selected areas are placed in two commons quite close to the city of Bergamo, they closely represent the morphological layout of the territory in which the railway route laid out and can be reached easily in a short time. It is expected that the results will provide: a more complete 3D model of the two sub-areas, useful information about the pros and cons of a joint-techniques survey and considerations about the different software packages to be employed for the point clouds processing and further analyses.
The two testing areas, to be measured in a 3-Dimensional way, are quite wide and of heterogeneous nature, i.e. with buildings, green areas, road infrastructures and other artefacts, such as the former Paladina railway station and the bridge over the Rino river. The natural and fastest choice, to achieve the desired mapping scale (which has been selected at 1:200 for the two artefacts and 1:500, 1:1000 for the territorial areas) and a suitable metric resolution, would have been an image-based photogrammetric approach, with the employment of UAVs (Unmanned Aerial Vehicles), so as to transport the shooting instruments.
This way, the land obstacles, related to the geometry of the objects, the accessibility of the site and the speed of the survey acquisition, would have been solved. Anyway, the existing artefacts, mentioned above, are quite complex 3D objects, difficult to be managed only with the photogrammetric technique; for this reason, a synergic employment, with the addition of a laser scanner, has allowed to get the necessary spatial data for a global metric restitution at the desired scale. In fact, it is nowadays possible to choose different surveying instruments, applying both active and passive sensors in a synergic way. A survey with a terrestrial laser scanner, working as active sensor with light radiation, allows to get dense 3D point clouds which provide the geometrical and spatial information useful to achieve a 3 Dimensional model, by registering data from the bottom up [
However, to provide a more complete 3D model, it could be useful to add a UAV aerial approach (usually an image-based survey) to the terrestrial laser acquisition. In fact, this traditional aerial technique has been recently revalued thanks to the meaningful software and hardware improvements [
It is important to underline that UAVs allow to carry digital photo cameras or photogrammetric calibrated cameras and even the most recent light laser scanners. UAVs are completely automated and auto-piloted thanks to the addition of GNSS (Global Navigation Satellite System) devices for the trajectory management while flying. They show a high versatility and for this reason they represent a useful integration to achieve the desired results. Obviously each technique offers its pros and cons [
The idea of establishing a railway in the Brembana Valley [
A thorough research of publications describing the history of the Brembana Valley railway has been accomplished, so as to achieve a better knowledge of the steps which allowed to build this infrastructure [
The project, with the aim of providing the valley with an electric railway, was approved on the 15th of March 1903 and, on the 7th of February 1904, an assembly was convened in which a new society, named Anonymous Society of the Electric Railway of the Brembana Valley, shortly indicated as FVB, was founded.
Also another railway was projected and constructed in the near Seriana Valley and it was active from 1884 to 1967; however, the two lines have always been separated and with different company names.
In July 1906 the new railway line, with a length of 25.92 km, from Bergamo to San Pellegrino Terme was opened; later, in October a short new tract was added up to the common of San Giovanni Bianco. At the beginning there were steam trains and they lasted for only one year, when electric trains replaced them and allowed to achieve a travel time of 54 minutes for a distance of 30.333 km, from Bergamo to San Giovanni Bianco.
The people, living in the high part of the Brembana Valley fervently asked for the railway extension, but this project was realized only after the first World War, when other 10.500 km were added to the original line and the final stop was established in the common of Piazza Brembana. All the stations and stops of the route of the Brembana Valley Railway were positioned between the one in Bergamo (Bergamo FVB) and the other one in the High Brembana Valley (Piazza Brembana).
The implementation of this incredible project requested, in time, the building of tunnels, viaducts, bridges, electric lines, new poles and also a new locomotive and new wagons (
Many difficulties had to be faced and solved for its implementation, many of them related to the mountainous landscape in which the railway was set. The Brembana Valley railway had also the aim to fulfil the requests due to the rising of the new processing plants for the exploitation of the abundant metal veins. In fact, these factories allowed to employ local workers which before were obliged to emigrate in search for a job to get a subsistence for them and their families. It has also to be mentioned that the new railway would have helped to develop the existing wood, material, cheese and meat factories, as well the climatic and bathing resorts. In fact, the High Brembana Valley is characterized by many quarries of marble and building stones, the high availability of wood, a beautiful natural landscape, the mild climate in spring and the healthy properties of the waters always summoning more and more tourists. Also the electric plants fervently developed thanks to this new transport service. The new line was also a mean to divert the traffic from the too much crowded provincial street.
Anyway everything started to change when a new public bus transport service started to work in the Valley and became a serious and dangerous competitor; in fact, in time, the railway timetable was highly reduced and it served only the local workers. Finally, in 1966, the Brembana Valley railway was closed [
The aim of this work is to acquire the basic metric information useful for the realization of a project for the rehabilitation of the former Brembana Valley railway, from Bergamo to Villa d’Almè; in fact, the T.E.B. (Bergamo Electric Tramway) company [
This way, it is important to provide a thorough description of the areas affected by the project. In fact, two small sub-areas of the global territorial layout, with the former Paladina station and the bridge over the Rino river, were selected as a testing approach described in this paper.
These two sub-areas are in two commons of the Province of Bergamo: Almè [
For this reason, the choice has been that of a multi technique and multi resolution survey, so as to provide a scale 1:200 for the two artefacts and 1:500, 1:1000 for the territorial areas.
From the acquired 3D dense point clouds, it will be then possible to provide the needed documentation for the two sub-areas, as requested by E.T.S. [
For the territorial layout:
- RGB geo-referenced ortho-images;
- DEM, DTM, DSM;
- terrain contour lines at 1 m interval.
For the artefacts:
- plans, elevations and sections;
- orthographic projection of the elevations.
This documentation will be geo-referenced in the system WGS84 UTM Zone 32N and it will provide the needed scale level.
A first territorial enquiry has been conducted with the aid of GIS techniques which allow collecting and process together many different kinds of geographic data. This means that these data need to be referenced in a common geographic reference system and only then they can be managed so as to provide the final requested information. In fact, GIS techniques allow getting a deep knowledge of the territorial layout, this way allowing making cognitive surveys, decide strategies, urban planning and interventions. In this work the Esri [
Going south, there is a band with hills (12%) and then there is the plain area (24%) which is part of the Padana Plain.
The two selected sub-areas are in two neighbouring commons which are in a north-west position in respect to the town of Bergamo (
- the smaller common of Almè, (1.96 km2) where the building of the former Paladina railway station is located;
- the larger common of Villa d’Almè (6.36 km2), where the structure of the bridge over the Rino river is located.
This way, in this initial phase of the work, GIS analyses have allowed getting a thorough knowledge with regard to the layout of the commons which contain the two (meaningful) sub-areas involved in the light tramway construction.
For this reason, some layers have been downloaded, as shapefiles, in the WGS84 UTM Zone 32N reference system, from the Lombardy Geoportal [
Secondly, a DEM layer (
As said before, the construction of the Brembana Valley railway required many components, both structural, like bridges and stations, and infrastructural, like the railway tracks.
The aim of the project, described in this paper, has been the survey of two sub-areas where two structural elements can be found: the former Paladina station and the bridge over the Rino river, which are described hereafter.
The route of the FVB started from the station in Bergamo, which is a testimony of the Liberty style, so popular in those times and also all the other stations along the line where built with the same style.
The station of Paladina (
The building, nowadays, shows the signs of abandonment and neglect, but it well reflects the beautiful architectural style of the epoch. It is placed with the longer side fronting the former FVB tracks, now hidden under a thick grass cover. The main damages are to the stucco of the facades and also to all the wooden parts of the roof under the imbrexes, which are now protected with impermeable tarps.
A sketch of the building has been edited in ArcGIS ArcMap [
The bridge (
The structure is that of an arch bridge and it has been abandoned since 1967; it is one among the first bridges to be built in reinforced concrete, since previously they had been built with iron beams, squared stones or also red bricks (attached with concrete). The bridge span is 27 m long. Also here a sketch of the structure has been edited in ArcGIS ArcMap [
This step has required a long and thorough analysis to identify the best fitting instruments and technologies for achieving the requested results for the two sub-areas to be surveyed. The new rediscovered interest in the ancient science of photogrammetry has caused a new interest in close range survey, based on images, allowed by the new less expensive digital photo-cameras and the new Computer Vision software packages [
THE TWO SUB-AREAS MAIN PROPERTIES | ||
---|---|---|
ID | Sub-area 1 (former Paladina station) | Sub-area 2 (the bridge over the Rino river) |
Geographic Position | Almè Common | Villa d’Almè Common |
Land Use Description | Urban Residential, Industrial and Rural | Urban Residential and Industrial |
Property Description | Private and Public Property | Private and Public Property |
Existing Infrastructures | Urban roads and Medium Voltage Electric Lines | Urban roads and Medium Voltage Electric Lines |
Railway Structures | Former Paladina station | Bridge over the Rino river |
Planned Stops | Paladina | Villa d’Almè |
Planned Infrastructures | SSE 5 (Railway Electrical Substation) and Wagons Storage | SSE 6 (Railway Electrical Substation) and Wagons Storage |
Cadastral Particles to be expropriated | Yes | Yes |
Est and North Extension of the survey | 220 m (E) × 180 m (N) | 125 m (E) × 300 m (N) |
Extension of the area to be surveyed | 39,600 m2 | 37,500 m2 |
The final choice has been to employ a UAV, with a camera on board, for a wide and above acquisition of the two areas and also a terrestrial laser scanner for the survey of the two structures: the Paladina station and the bridge over the Rino river. In a second step, the union and integration of the dense point clouds [
A GNSS positioning has been carried out over selected target points, visible both in the laser and UAVs surveys, which represent the linking elements for the clouds integration, geo-referencing and also information redundancy.
A UAV Flight PlanIt is important to say that the employment of UAVs is a sensitive issue, because it involves subjects like security, privacy, visual pollution, aerial traffic and the present lack of specifications by the European Community. In Italy, since December 2015, an Amendment by ENAC (Ente Nazionale per l’Aviazione Civile, i.e. National Institution for Civil Aviation) [
A UAVsurvey with cameras on board is a passive automated technique where sensors receive the light emitted by the objects and provide images which need to be managed to achieve their spatial coordinates, besides their texture description.
It has the same requisites of close range photogrammetry, which means that three steps must be followed:
- acquisition, based on the choice of the cameras, of the shots and the survey technique;
- internal and external bearing, which means the camera calibration and the images triangulation;
- photogrammetric plotting, so as to achieve point clouds, 3D models and texture mapping.
In respect with these requirements, a flight plan was compiled and the selected UAV programmed, so as to achieve the proper coverage for the surveying area. In particular, the adjacent snapshots were overlapped about 70% - 80% both in the longitudinal and transversal directions, flying at the suitable relative height [
It needs to be said that the final 3D model needs to be geo-referenced and for this reason an indirect solution is to select some control points (GCP ? Ground Control Points), well distributed over the selected area, with coordinates usually acquired via topographic and GNSS instruments and materialized with targets or well identifiable with anthropic or natural elements.
Since the two sub-areas to be surveyed are quite wide (little less than 4 hectares each) and they are characterized by constructions, vegetation, street infrastructures and other artefacts, the natural choice is a terrestrial (active) and aerial (passive) survey. Besides, according to the need of gathering in a unique multiresolution 3D model the products of different survey techniques and then to geo-reference it, also some targets have been positioned on selected places and surveyed with GNSS instruments. This complex survey (terrestrial laser scanner, UAV and GNSS) has been possible thanks to the contribution of teams from different companies [
The instruments adopted, and provided by the teams [
- Z+F IMAGER® 5010 [
- MicroGeo AeromaX6 UAV [
- GNSS SOKKIA GRX2 receiver [
- Leica D5 Disto laser range marker by Leica Geosystems [
Once the instruments have been selected, it is important to correctly select the GCP on the ground to be surveyed with the GNSS receivers (and to be well identifiable by above) and the final choice is described hereafter:
- four A3 paper artificial targets (25 × 25 cm2) have been placed close to the Paladina station;
- other four have been placed near the bridge over the Rino river;
- four numbered crosses have been painted on the tarmac so as to cover the area surrounding the Paladina station;
- thirteen numbered crosses have been painted on the tarmac so as to cover the area surrounding the bridge over the Rino river.
The paper targets will provide a higher precision than the painted ones, but they all are needed for the photogrammetric model dimensioning and bearing, for the laser scanner clouds alignment and for the dense clouds merging.
The laser scanner acquisitions of the Paladina station and of the bridge have been performed at the same time of the GCP survey through the GNSS technique.
Since the survey has involved different instruments, i.e. laser scanner, UAV and GNSS receivers, it has been necessary to use different software packages for the processing step, so as to manage big amounts of data in different formats. For this reason, two software packages (license educational) have been adopted for the 3D model reconstruction:
- Agisoft PhotoScan Professional (1.4.0 release) by Agisoft LLC [
- Cyclone full (9.1.6 and 9.2.1 releases) by Leica Geosystems [
The first package, in fact, doesn’t allow to extract 3D data from blocks of images and, for this reason, the second one has been adopted also to perform this task. The final purpose is to achieve a 3D model, through dense point clouds, to be then processed so as to extract the required raster and vector products, previously described.
The data processing has been performed following the steps shortly described hereafter:
- GNSS coordinates processing and following transformation in the WGS84 UTM Zone 32N reference system, providing what has been previously illustrated in
- processing of the image aerial block (acquired over the two sub-areas), by means of the Agisoft PhotoScan Package [
- processing of the laser scanner point clouds, of the station and of the bridge structures, through the software Leica Cyclone [
- the final geo-referenced 3D model has been performed with the Cyclone Package [
The last step has been to manage the point clouds, achieved through the integration of the different survey techniques, so as to provide vector and raster products, according to E.T.S. [
- RGB geo-referenced ortho-image;
- classification of the point clouds and the surfaces;
- DEM, DTM and DSM layers;
- terrain contour lines at 1 m interval;
- layouts, overviews and sections;
- orthographic projections of the overviews.
The software packages adopted are: Leica Cyclone [
It is also useful to shortly remind the difference among the following terrain models [
- DTM (Digital Terrain Model) describes the terrain morphology without vegetation and anthropic elements;
- DSM (Digital Surface Model) describes the morphology of the terrain morphology together with the vegetation and all the natural and anthropic elements;
- DEM (Digital Elevation Model) is a general elevation model, the same as DTM.
The classification step has been accomplished according to the selected attributes: ground, low-medium-high vegetation, buildings, street surface, bridge decks, water, unclassified, noise, etc., as it is well illustrated in
The final point model, for each sub-area, has been provided by joining the data acquired with laser scanner and UAV photogrammetric techniques.
By looking at the table, it is possible to see that the RTK satellite measurements have reached planimetric (E, N) precisions of the centimeter and half decimeter in height (H), due to the more uncertain contribution of the orthometric height with the geoid undulation. On the other hand, the laser scanning shows centimeter precision, homogenous for the three coordinates, while the UAV photogrammetric has half decimeter planimetric values and about two decimeters for height values; this is due to a slightly turbulent and windy meteorological condition during the survey.
The metric quality of the joint point model can be checked through the residuals estimated on Check Points (CP), selected among the GCP acquired with GNSS satellite technique, which have not been employed in the least squares block adjustment.
SURVEY ACCURACY | |||
---|---|---|---|
Survey technique | Coordinates | SUB-AREA 1 | SUB-AREA 2 |
GNSS | E | ±10 mm | ±10 mm |
N | ±10 mm | ±10 mm | |
H | ±50 mm | ±50 mm | |
Laser Scanner | E | ±10 mm | ±10 mm |
N | ±10 mm | ±10 mm | |
H | ±10 mm | ±10 mm | |
Close range photogrammetry | E | ±55 mm | ±40 mm |
N | ±70 mm | ±40 mm | |
H | ±200 mm | ±240 mm |
CP RESIDUALS | |||
---|---|---|---|
ID CP | ∆E [cm] | ∆N [cm] | ∆H [cm] |
11 | 3.60973 | 2.54393 | 40.7967 |
7 | −2.7783 | 3.93005 | −9.09833 |
20 | 2.86923 | −1.18056 | 0.563765 |
However, the acquired results suggest a more rigorous choice in the UAV device, both for resistance to the wind and for stability in the flight height, especially for the not nadir aerial shooting.
The final hybrid model, provided by the integration of terrestrial and aerial datasets, shows a more detailed description also for anthropic elements and hidden parts, such as the bridge intradoses in the sub-area 2.
What has been just said testifies the satisfactory test results and their accordance to the attended ones, defined in the survey project.
The work presented here, consists in a preliminary test (carried out by some survey teams [
It is important to stress that this new approach allows achieving a more complete and less time demanding documenting intervention; anyway, the results concerning costs and duration are not presented here, since they will be object of further analyses.
Some important information about the different software packages involved has stressed that it is a complex procedure to process the 3D point clouds, which needs time and many steps, so as to accomplish the required final model.
Also the classification step, previously described, is not completely automated and easy to perform, since it still requires the manual involvement of a technician.
Anyway, it can be said that the acquired results are quite satisfactory and all E.T.S. [
According to what just said, the paper describes the different steps accomplished, so as to achieve the useful 3D model.
A thorough analysis of the reached precisions testifies that the results are in satisfactory agreement with the decisions made in the survey project.
The experience has demonstrated the helpful contribution of the recent UAV technologies, together with laser scanning and image-based surveys; this is certainly a revolutionary process useful in many applications, such as spatial reconstructions, analyses of human-made objects (buildings and infrastructures) and automation. The certain advantages concern the simplification and the enhancement of the survey procedure: however, all this will never overcome the importance of both a rigorous training and the professional experience of the technicians.
Many thanks to Professor Luigi Colombo, for his contribution to the project, sound knowledge in the field of geomatics and useful advice.
Thanks are due to the GIS course students, at the University of Bergamo (Engineering), Juan Azzola and Valentina Buzzanga for the work developed in their thesis.
Also thanks to Engineer Riccardo Begnis, Scan2BIM [
Also thanks are due to the Bergamo Valleys Railways Association [
The author declares no conflicts of interest regarding the publication of this paper.
Marana, B. (2018) A GIS Pre and Post Processing Contribution to a Multi Techniques Test Survey for an Ancient Railway Restoration in the Brembana Valley. Journal of Geographic Information System, 10, 573-602. https://doi.org/10.4236/jgis.2018.105031