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 by-passing 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 (Description/Score)Broad Band 1Broad Band 2Broad Band 3

Cost

Environmental Impact

Social Impact

Constructability

Factors for Broad Band Selection: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 MatrixCOSTBroadband 1This 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 2This 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 3This 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 IMPACTBroadband 1Although 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 2Areas 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 3This 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 IMPACTBroadband 1This 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 2This would have a LOW social impact because no housing areas or any infrastructure would be directly affected.

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

CONSTRUCTABILITYBroadband 1This 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 2This 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 3This 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)Broad Band 1Broad Band 2Broad Band 3

Cost323

Environmental Impact123

Social Impact312

Constructability123

TOTAL8711

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

Risk Register

FUNDING:1. Increase in cost of material and labour1. Money shortfall for property acquisition1. Increased construction costs1. Underestimation of works to be undertaken

PROPERTY ACQUISITION:1. Failure to acquire total required land for construction1. Resistance by locals to forfeit property1. Maintaining access to affected areas during construction1. Town and country restrictions

ENVIRONMENT:1. Unnecessary disturbance/destruction of forested areas 1. Leaving behind of waste material/refuse on site during and after construction1. Displacement and disturbance of local wildlife 1. Noise pollution 1. Creation of dust due to construction 1. Vibration 1. Creation of landslides 1. Rainfall carrying loose soil downhill

SOCIAL:1. Displacement of people and businesses 1. Diversion of traffic flow from established businesses crippling sales 1. Displacement of residents and breaking of ties within the community1. Access to schools and other places of importance will be hampered

ON TIME COMPLETION/TIME MANAGEMENT:1. Lack of approval of proposed plans from relevant agencies such as Town and Country and Ministry of Planning and Development1. Unforeseen obstacles out of the scope of contingency1. Acts of God such as heavy rainfall, earthquakes and the like.1. Lack of timely approval of funding for works1. 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.