2014 - The Feasibility Study For Establishment Of .
The Feasibility Study for Establishment of Passenger Railin the Metropolitan Region of Belo Horizonte / BrazilMarcelo Franco PORTOSchool of Engineering, Federal University of Minas GeraisBelo Horizonte, Minas Gerais, BrazilandLuiz Carlos de Jesus MIRANDANilson Tadeu Ramos NUNESCássio E. dos SANTOS Jr.School of Engineering, Federal University of Minas GeraisBelo Horizonte, Minas Gerais, BrazilABSTRACTThe rail transportation, either of passengers or cargo, isessential to the country's economic growth. Due to a number offactors, in particular, severe mobility problems experienced bylarge cities and a demand for urban transport systems andsuburban high capacity transport on rails going through aperiod of recovery with new investments being announced bothfor the construction of new railway sections, as for reclamationand re-adaptation of existing railway networks. In this context,the liability of decades without investment, necessitates arational use of available resources and agile enabling to countrydevelop projects for the sector rapidly and consistently. Thispaper presents a proposal that aims to make it easier to reviewand registration of a railroad. The proposal is obtain a film at360 with a spherical vision camera Lady Bug (6 cameras)from Point Grey Research, a Sony Full HD Camcorder and aSony High Resolution camera with integrated GPS system. Theimages collected will be stored in a georeferenced database in acomputer system developed for this purpose which will be ableto contain the record of all events by the slice, generatingreports with data, pictures and location map. Applied to thespecific case of metropolitan region of Belo Horizonte/Brazil.The data obtained in the study of railway network BHMR andsurroundings, were used to subsidize the State Government,through the Agency for Development of the MetropolitanRegion of Belo Horizonte, in assessing the feasibility ofimplementing transport passenger rail in this network.Keywords: Infrastructure Engineering, EngineeringManagement, Spatial Analysis, Digital Image Processing.1. INTRODUCTIONRail transport in Brazil is experiencing a resurgence afterdecades with little or no investment, mainly in the constructionof new roads. Due to economic growth in recent years, therehas been an increase in government investment and privatesectors of the rail industry, both in cargo as passenger. Only thefederal government nods investments of 45 billion over thenext 25 years when it intends to build about ten thousandkilometers of new railways ( Ministry of Transport ) [1], whichcorresponds to more than one-third the length the current mesh.In addition to these investments, can be considered promisingthe creation of the EPL - Logistics Planning Company S/A, acompany of the federal government in charge of strategicplanning in the area of transport infrastructure.There are investments to existing lines disabled or in poorcondition, as well as incentives for redeployment of passengertransport in sections where only the cargo remained. Theselines could play a strategic role in the mobility issue becausethey are in metropolitan regions or make the connectionbetween cities large and medium-sized with a large demand forhigh capacity transportation.2. HISTORICAL DEVELOPMENTThe railroads arrived in Brazil still in the Imperial period. Aspecial law of 1852, which established the security interest onthe capital invested in railway construction, besides otheradvantages is it possible to leverage the construction of the firstrailroads in Brazil. The first section, 14.5 km in length andgauge of 1.68 m, was inaugurated by D. Pedro II on April 30,1854 [3].The railways were developed at a good pace, in 1888 thecountry had 9200 km of railways built 9000 km and moreunder construction or study. Between the years 1905 and 1915were built more than ten thousand kilometers of railways [3].In 1922, the Brazilian railway has reached 29,000 km in length,dimensions very similar to today .The initial policy of building railways left, however, negativemarks felt until today. A wide variety of gauges is a hindranceto the operational integration between railroads today. Tracingsextremely sinuous added to this huge variety of gauges (gauges70cm to 1.68m with the largest) are harmful to operating speedand load capacity [4], in addition, requires the achievement oftranshipment, both freight and passenger in the connectionbetween extensions of different gauges. Another importantnegative mark is the fact that they created regional networksscattered and isolated preventing the integration of Brazil byrail [3]. After the peak, lived until 1920, the railways in Brazilbegan to decline with fewer investments, being passed overduring the 50s and 60s in favor of highways, culminating in theextinction of RFFSA - Federal Railway S/A in 1999 afterprivatization of its lines .Figure 1 shows the map of the current Brazilian railway,showing the existing railway lines to their utility beyond thelines currently under construction or planned your deployment.After privatization, the passenger was abandoned and theinvestments made only in the way in which the transport ofcargo were profitable, leaving the remaining stretches of higheconomic and historical importance to the communities theyserved, as in the case of railway connecting Belo Horizonte toOuro Preto [2] which is not operational, and much of its length,there is no longer the track superstructure.
Figure 2.BHMR Railway Network Traveled.Source: Prepared by authorFigure 1.MMalha Ferroviária Brasileira.Source: Ministério dos Transportes. [1]After this long period without massive investments in thepublic sector, the current situation indicates some changes inthe line of government investment, a recovery and a new phaseof expansion of railroads in the country. Adding public andprivate investment, the government program called CAP Railways ( Growth Acceleration Program ) provides for therecovery of the existing network and the construction of tenthousand kilometers of new railways in a period of 25 years,according to the Ministry of Transport. Among the PACRailways are building the New Transnordestina linking theinterior to the ports of the Northeast PECEM (EC) and SUAPE(PE), the Railway East-West Integration (FIOL) linking theNorth-South Railway to the port Ilheus-BA, the expansion ofown North-South Railway, the Railway Integration Midwest FICO and other, as shown in Figure 1. The program alsoprovides for the deployment in the country 's High Speed Train– TAV on Portuguese. There are also investments within theMinistry of Cities related to PAC Urban Mobility in cities thatinclude rail transport with Metro , LRT or Monorail.3. PUBLIC TRANSPORT IN THE METROPOLITANREGION OF BHThe Metropolitan Region of Belo Horizonte - BHMR wascreated in 1973 by the military regime with 14 municipalities.After the 1988 Constitution, has undergone several additionshave not obeyed a criterion urban or economic well definedthat justified [5]. Today, with 34 municipalities and a totalpopulation of 5,414,701 inhabitants according to the 2010IBGE Census [6], the Metropolitan Region of Belo Horizonte BHMR is the third largest country in both population andeconomic development. Almost half the population is in BeloHorizonte, with 2,375,151 inhabitants, the other most populousmunicipalities are Betim (378,089 inhab.), Contagem (603,442inhab.), Ribeirão das Neves (296,317 inhab.) showing thehistorical trend occupancy in MRBH leaving the more centralregion of the capital toward their peripheries and neighboringcounties (Figure 2).The BHMR faces severe mobility problems, especially in thecapital and neighboring towns, where there was intense processof conurbation. These problems are the result of the lack ofappropriate transport policies for decades, the lack of urbanplanning at metropolitan level, or even at the municipal levelfor most of the municipalities. Coexists with a low efficiencyof public transport where the transport is done almostexclusively in bus mode. The subway BH (a metropolitan trainsurface) going on for decades in just one line of only 28 km.There are still road corridors, whose capacity is alreadyexhausted, strangled with numerous urban bottlenecks.These problems, coupled with the intense economic growth andimproving the population's income in recent decades, hasdumped a number increasing of vehicles on the city streets ofBHMR, creating more delays and congestion, fueling thephenomenon known as positive feedback [7] where theincrease in the number of cars reduces the efficiency oftransportation causing it to lose users who migrate to theprivate car which in turn will create more slowly and jams.While the population of Belo Horizonte has grown at a rate of0.94% per annum, the vehicle fleet has grown at a rate of5.22% [8] so that, according to the 2010 Census, BeloHorizonte has one motorization rate in 2010 of 564 vehicles perthousand inhabitants.Another difficulty is the absence of a metropolitan trafficmanagement and transport. The three largest cities, BeloHorizonte, Betim and Contagem have municipal companieswhich are responsible for the administration, and the State onlythe management of the lines intercity passenger and statehighways. The existing municipal bus transportation are notintegrated with each other or the metropolitan lines. Accordingto studies by IPTRANS urban mobility published by the city ofBelo Horizonte [5], the population of MRBH depends largelymodes of transport on foot and by bus beating together, 70% ofthe displacement of people earning less than three minimumwages.To build a future scenario in which transportation ensuresmobility and accessibility across MRBH, there is an urgentneed for a metropolitan planning and multimodal transport. Thegoal should be to ensure sustainable urban mobility translatedas a set of transport policy and traffic prioritizing nonmotorized modes and collective transport, effectively, that doesnot generate spatial segregation, which is socially inclusive andenvironmentally sustainable (Ministry of Cities) [8].
The PDDI - Integrated Development Plan prepared by the StateGovernment together with civil society points out theguidelines for transportation in the metropolitan region (re)placing the passenger rail as a strategic condition for solvingproblems and improving mobility accessibility to the entirepopulation :" ( . ) The conditions of access will only be extended withthe dynamics of territorial integration and strengtheningof the structure metropolitan network . In this context, itis recognized increasingly, the urgency of a rail systemthat (re) structured the whole system of passengertransport, currently restricted to cargo transportation.The railways should also enhance integration with otherhub cities of Minas Gerais and the country." (PDDI 2011,page 282 ) [9]4. THE TRAIN PROJECT DEVELOPMENT AGENCYBHMRProject TRAIN (Rail Transport in the Metropolitan Region ofBelo Horizonte) developed by the State Government throughthe Department of Metropolitan Management/DevelopmentAgency of the Metropolitan Region of Belo Horizonte, is dueto a larger planning of the Government - the IntegratedDevelopment plan (PDDI) [9] of BHMR, presented in 2011.This plan is to take advantage of the railway lines to transportpassengers and directly serve about 30 municipalities ofBHMR and surroundings, a total length of 505 km.To verify the feasibility, the Agency entered into an agreementwith the UFMG - Universidade Federal de Minas Gerais,through the Department of Transport Engineering andGeotechnics, which would be in charge of the University acomplete survey of the operating conditions of the entire railnetwork a radius of 150 km from the center of Belo Horizonte.The study conducted by team NUCLETRANS from theETG/UFMG, aimed at general, characterize the currentsituation and analyze the use of the rail network to transportBHMR and around metropolitan and regional passenger tocreate a network of metropolitan rail transport more integratedand comprehensive.The project also had the following specific objectives :Mapping in GIS format of the railway system in the BHMRand the area directly affected by the project;Evaluation of the physical and operational infrastructure andsuperstructure existing rail;Identification and assessment of rail beds that have potentialfor passenger rail, including sections that are not used for cargotransportation;Characterization of tracks domain and its immediatesurroundings (identifying problems of invasion and/orobstruction of track);Identification of the current conditions of the main crossings inthe municipalities directly affected by the railway line , withassessment of the comfort and safety of traffic affected.To better organize the collected data and facilitate its analysis,the network is divided into three lots:The Lot 1 is characterized by the loop that connects the townsof Sete Lagoas Divinópolis (currently operating to the entranceof Sete Lagoas). It is important to note that the urban stretch ofSete Lagoas, after the construction of a bypass that skirts thecity, was deactivated and turned into the avenue. This lot isunder concession to FCA.The Lot 2 comprises the loop that connects the city of BarreiroAlberto Flores to the neighborhood in Belo Horizonte(operating), including the extension of Aguas Claras in NovaLima (excerpt nonoperating) . Most of this batch is under MRSconcession.The Lot 3 comprises the loop that connects the municipalitiesof Hafizabad Joaquim Murtinho (operational) and JoaquimMurtinho Miguel Burnier (operating) . At this point begins thenonoperating sections: east to Ouro Preto and north towardsSabara. Sabara line follows eastward to Santa Barbara, withoperational only stretch to near Barão de Cocais. Also fromSabara, northwest, the line goes to Belo Horizonte to GeneralCarneiro (not operating). The stretch of the General Carneiro toHorto is operational and is described in Lot 1. The excerptsincluded in the present document, were divided as it’s showedat figure 2.As for digital maps to be used in web GIS, these must be thesame on the graphical environment, without any distinction.Therefore, the best way to analyze and represent likewiseshould provide the best form of interpretation andrepresentation of information [13]. So it is necessary to teachCartography for the visually impaired and accompany themthroughout their learning process, for the reading and use of themap to be given in an optimized manner.Figure 3.Covered Excerpts – Source: Prepared by author5. EQUIPMENT AND METHODSThe field survey was carried out by inspection of images usingequipment that generates images in 360 , with a resolutionsuitable for examination. In excerpts Betim-Divinópolis (FCA),Betim - Prudente de Morais (FCA), Prudente de Morais Curvelo (FCA), Jeceaba - São João del Rei (MRS), AlbertoFlores- Brumadinho - Barreiro (MRS), Ibirite - Tod (MRS),Juiz de Fora – Pedra do Sino (MRS) imaging equipment wasused in a 360 recording geotagging from GPS data and pointerstored in spatial database ( PostGIS ).
Figure 4.Railway vehicle with camera installed.Source: Prepared by authorTo record the events detected in the images, we developed acomputer system that allows the user to perform theregistration of events, defined in the system database anddetected in the images, characterize them and describe themwith alpha-numeric data, which are connected to the respectiveimage frames of the film where they are located. The systemstores and manages to link this information with the images inthe database. This developed system also allows automaticextraction is carried reports on the events section, generatingreports with data, pictures and location map.As a complement, were held footage and photos in highresolution. This material, due to its characteristics, it is notgeoreferenced, but stored sequentially along portions of thedata for reference. Imaging equipment used were sphericalvision camera Lady Bug (6 cameras) from Point GreyResearch, Sony Full HD Camcorder Sony camera and highresolution with integrated GPS system. The Figure 3 illustratesequipment spherical vision, spherical vision camera and rails.The survey was conducted through the events marking theroute in Google Earth, through the launch of a polygon in theaxis of the extinct likely via. Then the technicians were in thefield, bike or on foot, to analyze site conditions and capturegeoreferenced images of events, according to the table definedin the system 's database, for further characterization in thelaboratory of Nucletrans. It was necessary to develop a newcomputer system to allow the registration of such informationin the database .To register for elements of interest, applications weredeveloped using the basic image of the Point Grey Researchgeoreferenced spherical vision system. Thus, each element ofinterest are stored in a database containing information section,Latitude, Longitude (or other projection system, if necessary),frame, type of point of interest and description (if applicable).The database of final storage of alphanumeric data is the opensource PostGreSQL with PostGIS.The treatment environment and conversion of geographic dataO the manipulation of geometric data,is Civil 3D that allowsgeoreferenced image manipulation and the internal moduleMAP, the manipulation of data from different datasources,analysis and eventual conversions projection systems formats.Figure 4 shows the screen display module for the analysis andregistration of notable points .All information generated was made available to the AgencyDevelopment Metropolitan as 360º videos generated in thepassages, the database PostgreSQL/PostGIS in its latest versionand can also be generated shape files (. Shp) and Google Earth(.Kml) which are generated directly from the database byanother computing system developed and integrated into thesite.6. FIELD RESEARCHThe teams walked the railroad tracks with the aim of raising theoperating conditions of the roads with the help of theequipment listed in the previous item. The inspection andcollection of images on the roads was made during timeintervals provided by the utilities for the operating segments,which were done filming in 360 georeferenced. For nonoperating sections, images were collected in full HD camera.The major difference is not limited to film, but also with regardto materialization of the field reality, which, judiciously,review the images allows the passage many times as necessaryin order to provide the maximum railroad engineer relevantinformation from images collected. The comments relating to aspecific event are described only once. Thus, if the event willbe repeated in other parts filmed, despite the need forcorrection, there will be no duplication of review.For parts not operational, due to the difficulty of access to lineswhich are out of operation, the snippets Sabara - Barão Cocais,Miguel Burnier - Ouro Preto, Miguel Burnier – Barão deCocais and extensions in the municipalities of Matozinhos,Sete Lagoas and Prudente de Morais had a different solutionfor lifting by images. Already parts of the inner handle SeteLagoas and Extension of Aguas Claras in Nova Lima, althoughnot operational, were registered by the imaging system 360º.Figure 5.Events Insertion Screen.Source: Prepared by author7. RESULTSIn the inspections performed were identified meter gauge (1000mm) and wide track (1600 mm), plus some excerpts operatingwith mixed gauges, used especially in cargo (BRINA 1988)[12]. This impedes the movement, since the failure to be able tochange the motor meter gauge to wide and vice versa causesthe need for transhipment of passengers at stations betweenadjacent gauges.The fixing of the track, i.e. the way in which the rails areattached to TIES of wood or recycled material was one aspectobserved. There were two types of fixing: the elastic (clamps)and rigid (nails and tirefonds direct on the rail).
Besides geometry, another point
The Feasibility Study for Establishment of Passenger Rail in the Metropolitan Region of Belo Horizonte / Brazil . has been an increase in government investment and private sectors of the rail industry, both in cargo as passenger. Only the . coupled with the intense economic growth and improving the population's income in recent decades, has .
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