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Connector Road from Lady Young Road to Maraval:

The issue of traffic, related congestion and hence delays and long hours spent while traversing
from place to place, is one of increasing importance. This is so due to the number of vehicles
inundating the existing roads which have become unable to accommodate said motorists, as
compared to their original design capacity. In this regard it is of utmost importance that solutions
be sought in order to alleviate the worsening problem. Of the possible solutions, one of the most
feasible at present, involves the construction of a connector road from the Lady Young Main
Road to Maraval. This connector roadway seeks to reroute much of the daytime traffic by bypassing Port of Spain, thus reducing the congestion in the town.
Before this connector road can be constructed, its true feasibility must be considered and delved
into in order to ascertain the specific effects and impacts that its implementation may have on the
immediate area and by extension Trinidad and Tobago.
Methodology:
1. Using Google Earth, satellite and other photogrammetric images were used to carry out a
visual reconnaissance of the overall area under consideration for the placement of the
new highway.
2. Subsequently, a hard copy of the selected area was printed and three (3) broad spectrums
were highlighted. These broad spectrums (bands) were used to create a general synopsis
of the possible routes for the official connector road.
3. A rating matrix was developed in order to ascertain which of the broad bands was the
most adequate. Within this broad band, the final route would be placed. Numerical values
were assigned to each of the criteria under consideration in order to attach a quantifiable
aspect of the otherwise purely qualitative assessment method.
4. After the broad band was selected, via the use of AutoCAD Civil 3D and other Computer
Aided Design softwares, a further three (3) proposed narrow bands (route alignments)
were conceived.
5. Once more, another selection matrix was created, however, with more quantitative
information as it relates to criteria such as costs, total length amongst other parameters.
6. Given the outcome of the aforementioned selection matrices, a sound decision from an
engineering perspective could be made, in relation to the most suitable path for the final
road design.

Roadway:

The final road design will be a variation of the above image. That is, consisting of two lanes of
traffic (in either direction) along with a shoulder on each side.

Selection Matrix:

Criteria

Broad Band 1

(Description/Score)

Cost

Environmental Impact

Social Impact

Constructability

Factors for Broad Band Selection:

Broad Band 2

Broad Band 3

Several possible routes lay available in order to traverse from the Lady Young Road to Maraval
and vice versa. In a similar fashion several different criteria exist with which the most suitable
route could have been chosen. These criteria were investigated in order to select the broad band
in which the final road would be placed. Within these criteria a plethora of subdivisions were
also determined. These broad headings include, economic factors, physical factors,
environmental factors and social factors. Each of these were further split in order to fully
encompass all possibilities associated with the roads construction (be it positive or adverse) so
as to form a succinct and sound decision from an engineering standpoint.
To adequately present this information, each broad band will be described briefly in the
proceeding paragraphs and the various factors according to each specific broad band. These
factors will then be compared side by side via the selection matrix, which will help to quantity
the otherwise strictly qualitative criteria.
Broad Band A.
Broad Band A passes through the lower St. Anns Region, just North of the Botanical Gardens.
Most of the routes selected in this broad band would without a doubt be shorter than those from
their counterparts. However, this area is highly populated which would bring about additional
costs. Thus from an economical or cost perspective this broad band can be deemed expensive.
Physical factors intrinsic to this site would also influence the constructability of the road. Due to
the presence of residential settlements, difficulty in construction are thus inevitable and may lead
to further traffic delays as well as disruptions.
Socially, this site would lead to the displacement of individuals from their homes in an attempt to
garner sufficient space for construction works. Indirectly, this site may be beneficial as it would
bring a greater number of vehicles and thus patrons to local businesses and shops. This would
help create employment and help boost the local economy. In general the construction process
would be a job creational venture but only on a short term basis.
Environmentally speaking, this site would have both a direct and indirect impact. Directly, the
demolition of homes and obvious br

Broad Band B.
Broad Band B passes just above St. Anns, travelling through more mountainous terrain than the
first broad band. The routes selected within this broad band will have lengths relatively shorter
than those in the first broad band. This broad band as well as
Broad Band C.
Broad Band C passes much further than the two previous broad bands, in fact, relatively close to
Saddle Road. Routes here would be the longest of the routes previously mentioned.
Selection Matrix

COST
Broadband 1
This would have a MEDIUM construction cost because although it is the shortest route which
would mean less material being used one still has to put measures in place to avoid the existing
roadways, but it would have a HIGH land acquisition cost. So the rate for the overall cost of
choosing this broadband would be HIGH.

Broadband 2
This would have a MEDIUM construction cost saying its the 2nd longest route so more
materials would be needed, the land acquisition cost would be LOW. So the rate for the overall
cost of choosing this broadband would also be MEDIUM.

Broadband 3
This would have a HIGH construction cost saying it is the longest route so this needs the most
materials, the land acquisition cost is MEDIUM. So the rate for the overall cost is HIGH.

ENVIRONMENTAL IMPACT
Broadband 1
Although many trees and land wouldnt have to be removed in choosing this broadband the
relocating of houses will call for heavy machinery which in turn will cause air pollution which
would have a relatively LOW environmental impact.

Broadband 2
Areas would have to be deforested and land would have to be cut and removed which could
cause slope failures so the environmental impact would be MEDIUM.

Broadband 3
This would be a mixture of broadband 1 and 2 only thing is a bigger area would have to be
deforested more land would have to be cut and removed and houses would have to be relocated
so the environmental impact would be HIGH.

SOCIAL IMPACT

Broadband 1
This would have a HIGH social impact because the population would be affected saying we
would have to force the relocation of housing developments, hotels and other major buildings.

Broadband 2
This would have a LOW social impact because no housing areas or any infrastructure would be
directly affected.

Broadband 3
This would have a MEDIUM social impact because only a small residential area would be
affected.

CONSTRUCTABILITY
Broadband 1
This would have LOW constructability saying it is the shortest route and the land is relatively
flat so minimum cutting and filling would be required.

Broadband 2
This would have MEDIUM constructability because its the 2nd longest route and we would need
to cut and fill more than broadband 1 because of the mountainous terrain.

Broadband 3
This would have a HIGH constructability because its the longest route and with the majority of
it being mountainous terrains so some kind of tunneling, bridging, cutting and filling will be
required.

HIGH = 3; MEDIUM= 2; LOW=1

Criteria
(Description/Score)

Cost

Broad Band 1

Broad Band 2

Broad Band 3

3
Environmental

Social Impact

Constructability

TOTAL

11

Impact

From this selection matrix Broadband 2 seems to be the best option.

Risk Register

FUNDING:
-

Increase in cost of material and labour


Money shortfall for property acquisition
Increased construction costs
Underestimation of works to be undertaken

PROPERTY ACQUISITION:
-

Failure to acquire total required land for construction


Resistance by locals to forfeit property
Maintaining access to affected areas during construction
Town and country restrictions

ENVIRONMENT:
-

Unnecessary disturbance/destruction of forested areas


Leaving behind of waste material/refuse on site during and after construction
Displacement and disturbance of local wildlife
Noise pollution
Creation of dust due to construction
Vibration
Creation of landslides
Rainfall carrying loose soil downhill

SOCIAL:
-

Displacement of people and businesses


Diversion of traffic flow from established businesses crippling sales
Displacement of residents and breaking of ties within the community
Access to schools and other places of importance will be hampered

ON TIME COMPLETION/TIME MANAGEMENT:


-

Lack of approval of proposed plans from relevant agencies such as Town and Country

and Ministry of Planning and Development


Unforeseen obstacles out of the scope of contingency

Acts of God such as heavy rainfall, earthquakes and the like.


Lack of timely approval of funding for works
Lack of timely approval of legal requirements to proceed with works

Environmental Impact Assessment

The proposed highway project entails producing an alternative way of passage to the current
route between the Lady Young Road and Maraval, which passes through the city of Port of
Spain, creating major congestion issues.

With this in mind, the proposed route would take the new roadway around the major traffic prone
areas, through the nearby mountainous area to the North of the Lady Young Road, and
subsequently connecting to Maraval, approaching from the East.

The accompanying works to accomplish the objectives in mind would include, but not be limited
to, land acquisition; subsequent clearing, excavation and grading of the acquired land; and finally
the paving of the final road works and placement of all necessary outfittings to bring the road up
to operational standards.

The required activities will be split into different stages, each with their own management teams
and leaders. The basic hierarchy of command will be implemented, with supervisors and project
managers in charge of various aspects of the works to ensure a quality deliverance of
construction in accordance with the relevant quality control standards.

On site, the relevant OSHA required safety gear will be provided to workers, ranging from Work
Zone Traffic Safety to Backover Prevention. Adequate signage and stringent workzone safety
supervision will ensure a successful, incident free project. In addition to worker safety, facilities
will be provided such as sanitary toilet facilities and canteens to ensure workplace comfort.

Before the any construction begins, the required approval from the governing bodies overseeing
any infrastructural development will be sought out, namely the Town and Country Planning
Division of the Ministry of Planning and Sustainable Development. Initially an Outline Approval
will be sought out, before the full application for permission is submitted, in order to reduce the
potential risk of incurring unnecessary costs in going forward with designing a plan that cannot
gain approval. A Full Planning Permission is required for the construction of roads in Trinidad
and Tobago by law; this can be sought after once the Outline Approval is granted. Upon
receiving the Notice of Determination, construction works will promptly begin according to plan.

The existing environment is one majorly consisting of shrubbery and trees, with the path of
construction occasionally crossing built up areas where possible land reclamation by the
government may have to be implemented. The design will attempt to avert any meeting of the
new route with existing infrastructure that is outside the usefulness of the project such as housing
and other natural resources such as the nearby Botanical Gardens.

The potential environmental impacts will be attempted to be limited, including displacement of


animal species and destruction of natural habitats, altering of the natural eco system, improper
waste disposal on site, noise pollution and dust.

Sustainable design is paramount in this day and age, hence certain factors will be considered in
the design to bring us one step closer to a sustainable road network in Trinidad and Tobago.
Sustainable alignment of the road, which means avoiding major areas of interest, particularly
forest reserves, and other ecologically sensitive areas, is the first step. Secondly, the materials
used in the road construction can be sourced and utilized in manners which minimize the
negative impacts incurred in manufacture, transport and application of the materials. Rainfall
runoff should also be dealt with in an ecologically friendly way, considering the growing amount
of impervious surfaces due to urbanization and infrastructural development, such as the
application of pervious surfaces where possible such as roadsides or dividers in between lanes.
Activities during the construction of the roadway should also be taken into account, as the noise,
refuse and emissions and energy pollution becomes a factor.

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