TriniTuner.com | Latest Event:
Moderator: 3ne2nr Mods
Gem_in_i wrote:I drove on the newly opened section today. Very nice. I am glad I don't have to do all that stupid merging again. Heading to Debe you have to take the road with the Point Fortin signage.
HURRY wrote:QUESTIONS FOR KUBS AND THE ARMSTRONG COMMITTEE keep deleting and i will keep posting
1. Why is it enviromentally ok to build a highway through a mangrove swamp at the mosquito creek with your blessing but not through an area of mostly abandoned grass lands that is ABOVE sea level at all points, have NO MANGROVE and will serve hundreds of thousands?
2. Why is it ok to use the "Wetlands" to build houses, rum shop ,grocery, restaurant etc, etc, which is taking up more landspace in the "wetland" but not ok to build a highway which is taking up A NARROW STRIP OF 180 FEET and serve a greater purpose?
3. If the sheet waters of the Caroni plane can pass below the north/south highway, then why is it that the sheet waters on the FRINGE of the oropuche lagoon cant do the same considering it could be 100 times LESS IN VOLUME?
4. Why is it OK for people in other parts of the country to relocate for highway construction but only here there will be social fallout? Is it because the FAVOURED members of the HRM from murray trace live here?
5. How is it that the existing embankments of the S.S Erin road and Debe trace and Bunsee Trace does not cause flooding but the highway which is running parallel will?
6. Your new propasal to bypass the SS Erin rd Debe follows a route almost identical with the present highwayconstruction in the debe to mon desir section. Are you now going against your former arguments of wetland, floodplain, lagoon, agriculture, enviroment, CEC and EIA and the much touted armstrong report? These factors no longer apply? Is it a case of Kubs must get what Kubs wants or he will throw a tantrum and treaten to kill himself.?
7. Why is it ok to use megatons of aggregate to construct the sando to Point section, extend the Churchill Roosevelt highway ,repave roads all over the country but not ok to use it in the Debe to mon desir section?
8 Why is there corruption only in the debe to mon desir section and none in the Sando to point fortin section when it is the same contractor, govt and executing agency?
9. Why is it that the people of debe, penal, siparia and fyzabad and surrounding districts must use narrow secondary roads with numerous speed bumps, school crossings, and right angle bends to get to their detinations unlike the people of point fortin for whom you reccommend a highway?
10.Why is it ok to use “aricultural’ lands to build the Golconda to Debe and the sando to point sections but not ok to do the same for the Debe to mondesir segment?
11. Why is you continue to claim that the whole oropuche lagoon will be destroyed by this hiway when you know that 99 % of it will remain untouched
12. You claim in court that your members “Right to enjoyment of property is being infringed’’ How come the rights of people who are in the sections you want don’t have these same rights. If they too file the same claims then we will have NO highway
bluesclues wrote:how come the focus is on all kinda ting except the ridiculously exhorbitant cost to build this highway? allyuh ent find it too expensive for a country that dont even need to import pitch? japan build a bridge to a island and it was like less than 1/10th the cost of this flicking mon desir highway.
i say you all getting the old cloak and dagger. while allyuh making and following every other issue around the highway.. the main one.. the one where they emptying the treasurey being overlooked.
Sundar wrote:bluesclues wrote:how come the focus is on all kinda ting except the ridiculously exhorbitant cost to build this highway? allyuh ent find it too expensive for a country that dont even need to import pitch? japan build a bridge to a island and it was like less than 1/10th the cost of this flicking mon desir highway.
i say you all getting the old cloak and dagger. while allyuh making and following every other issue around the highway.. the main one.. the one where they emptying the treasurey being overlooked.
atleast we from south benefitting wen the treasury being emptied...
brams112 wrote:Sundar wrote:bluesclues wrote:how come the focus is on all kinda ting except the ridiculously exhorbitant cost to build this highway? allyuh ent find it too expensive for a country that dont even need to import pitch? japan build a bridge to a island and it was like less than 1/10th the cost of this flicking mon desir highway.
i say you all getting the old cloak and dagger. while allyuh making and following every other issue around the highway.. the main one.. the one where they emptying the treasurey being overlooked.
atleast we from south benefitting wen the treasury being emptied...
This guy don't know there will be more interchanges on this highway than the whole north south highway,plus the one leaving debe splitting in two to three different directions.
sMASH wrote:Seeing the section at debe (in person) , it did not pass through as much as the wetlands as previously thought.
They passed it hrough areas that was already built upon; the places where they made the residents move.
Most interested parties agree that the highway is a necessity. It was only his section that was the controversy.
But it is not as bad as www thought before.
The only thing I not happy with is the part on the creek.
I would have really liked if that part was modified so that he mangrove could expand naturally.
They could have spent some more money and made a bride over it.
I mean, they spent so much already, a point sumtin added not gonna mean anything
GVTrini07 wrote:brams112 wrote:Sundar wrote:bluesclues wrote:how come the focus is on all kinda ting except the ridiculously exhorbitant cost to build this highway? allyuh ent find it too expensive for a country that dont even need to import pitch? japan build a bridge to a island and it was like less than 1/10th the cost of this flicking mon desir highway.
i say you all getting the old cloak and dagger. while allyuh making and following every other issue around the highway.. the main one.. the one where they emptying the treasurey being overlooked.
atleast we from south benefitting wen the treasury being emptied...
This guy don't know there will be more interchanges on this highway than the whole north south highway,plus the one leaving debe splitting in two to three different directions.
Yuh know the cost of labour in Asia? Buh buh japan building... right! Yuh could get 1 million SK, bangla, shri, pillipi, chinee for next to nun. Yuh aware of that right! Cost of steel etc cheaper in this region. What about the cost of aggregate? Apples to Oranges IMO.
RBphoto wrote:Took this this evening. I title it "Highway to Heaven"
The project carried an engineer’s price tag of $3.5 billion, but the Brazilian firm Construtora OAS won the tender for the project with the lowest bid of $5.3 billion, with an additional $2 billion spent on the acquisition of land and relocations—taking the total cost to $7.3 billion. Contracts like this, on international tender, follow the Fidic model, which covers everything from the discovery of fossils to delays, variations and termination.
Commercial advocate Terrence Bharath commented on the possible penalties involved if the project is to be temporarily halted, re-routed or terminated altogether. He explains: “Fidic is an international standard of terms and conditions of contracts used to govern projects across the world.”
He says these universal terms and conditions become important in cases where foreign firms operate on local soil. OAS, he says, having completed many such projects internationally, would be cognisant of the many bumps to be encountered along the road. “Under Fidic, it typically provides that nine out of ten times, if a problem occurs beyond their control: your problem, not mine,” Bharath said.
As a result, the foreign company may be entitled to demand compensation for ordered material, mobilisation and demobilisation. Fidic provides for temporary work stoppages or delays due to natural disasters, wars, and even protests. “The Highway Re-route Movement (HRM) chaining themselves to equipment and stopping work from happening is nothing that is glaringly out of the ordinary," the attorney said.
And while the employer (in this case the State) usually bears the brunt of the cost, OAS must serve a notice to Nidco within 28 days to ask for an extension or compensation. One such incident occurred in 2012. A court affidavit filed by OAS reads: “When OAS attempted to carry out works, they impeded and threatened our workmen and other personnel. This has contributed to delays as OAS was unable to carry on works on the site during this period.”
Compensation might certainly be an entitlement, explained Bharath. GML could not confirm whether OAS pursued that issue. “The size and value of the contract demands some sort of mutual understanding between parties,” Bharath added, saying OAS may not necessarily make demands for every inconsistency. But the company did not take things lightly when an incident occurred later that year.
OAS wrote: “Members of the Highway Re-route Movement and persons unknown damaged pieces of our equipment including GPS surveying equipment valued over £50,000 and hurled abuses at our workmen and other personnel.” OAS did, in this instance, request monetary compensation.
“What the clauses would provide there—one would look to see if OAS was negligent in leaving equipment unprotected, and if they were not, and this was a malicious act, then that cost would be passed on to the State,” Bharath explained. The HRM is calling for a re-route of the Debe to Mon Desir section of the highway, but because the project was a design-and-build package, this would likely involve a price variation.
Bharath says: “There is flexibility always in these contracts for variation, but again the project manager, National Insurance Development Company (Nidco), and the State will ultimately pay. The question is, is the variation so great that it will cause a deviation from what was originally intended?”
But the situation could be more complex, as OAS would have entered into contracts with local sub-contractors. Variations can involve amended terms or termination altogether. “All these companies would have subcontracts with the main contractor (OAS) who then becomes liable to claims under those subcontracts. That (claims) would eventually be passed on to Nidco and the State,” Bharath said.
As Bharath puts it, these contracts are governed by one golden rule: “When these contractors come into your country, they always make it clear in the contracts that whatever happens on your soil and it’s not my fault, I’m always compensated in a certain way.”
more info
According to Fidic it's always the employers prerogative to terminate the contractor, but not without paying these costs:
•Return performance security
•Pay for the amount of work done.
•Cost of plant and material ordered for work
•Cost incurred by expectation of completed works
•Cost of removal of temporary works
•Cost of repatriation of staff and labour
The amount of any loss of profit or other loss or damage sustained as a result of this termination
Point Fortin highway controversy, Going Farther, Faster
Published:
Sunday, November 2, 2014
Workers of OAS at the Golconda Interchange, of the extension of the Solomon Hochoy Highway to Point Fortin, look on helplessly as work was shut down by protesting residents of Guapo last month.
PART 1
Urvashi Tiwari-Roopnarine GML multi-media journalist
It has been the source of controversy ever since construction started...but what exactly is at stake with the Point Fortin highway? To begin with, the highway was born in the 60s—the decade of our independence. The State, years before the first oil boom, foresaw cross country movement would one day outgrow donkey carts, bicycles, and a few hundred motor cars.
After all, across the world transportation has arguably become the most essential advancement of the century, which allows the movement of people and access to goods and services. People now want to go farther faster, so in 1967, two years after the last train from Port-of-Spain to San Fernando, an instrumental study was undertaken by the Inter-American Development Bank, called the National Transportation Plan (NTP).
After almost three decades have elapsed, the first mentioned is the only one to kick off and is now at the construction stage. This visionary era of connectivity, many say, has become overdue. One Cedros resident, Ravi said, “If any of my relatives get sick, we have to rush them to San Fernando (General Hospital). That does take two hours and if it have traffic, it’s three.”
Nidco’s Project Manager for the highway Dennis Harricharan said, “All around SS Erin Road, Debe, Siparia, these areas have developed not only into residential and commercial but industrial also.” Pre-feasibility studies undertaken in 1998 and feasibility studies in 2004 unearthed a need to link the residential hubs. “That particular study looked at key things—the final proposal actually did that, linking the hubs to the main frame of the highway,” he said.
One of those links proposed a causeway between Debe and San Francique. This gave birth to the first incarnation of the Highway Re-route Movement (HRM) called the Debe to San Francique Action Committee, chaired at the time by now Housing and Urban Development Minister Dr Roodal Moonilal. Protests by the group ended with a decision to preserve the Debe market and Banwarie Trace Archaeological Site, and instead link Debe to Mon Desir.
Several routes had been proposed for this new leg, but the central route was preferred. A court affidavit from Nidco’s Vice President of Engineering Steve Garabsingh sought to justify the choice in the interest of the number of houses acquired and environmental impact. “The design of the highway does not consider only the traffic at this point in time, but future growth in the area,” said Harricharran.
Detailed designs of the 47 km project were completed in 2007, making it the largest highway network undertaken in the country’s history. “If you really look at the design, you would see interchanges located just outside of towns with connector roads leading to the town,” he explained Tendering for the project closed on May 7, weeks before the May 24 general election which would see an historic change in government.
Three companies submitted tenders—China Railway Construction Corporation Ltd ($6.36b), Construtora OAS Ltd ($5.28b) and GLF construction Corporation ($5.38b). According to information received from Nidco, the Tender Evaluation Committee deemed OAS the preferred respondent on May 13, 2010.
But former minister of works, Colm Imbert has been reported as saying his administration did not award the contract. He said they opted instead for a re-tender because it viewed the bid price as too steep (compared to the engineer’s estimate of $3.6b), and to allow for reconsideration of the protected forests and wetlands.
In his Lower House contribution on June 28, 2013, Imbert said, “So the Minister goes off to South Africa to the World Cup, meets with representatives of this project, and then after that, what happens? The same contract, where you have an estimate of $3.6 billion, and the bid is $5.3, is suddenly revived.”
Negotiations took place under the People’s Partnership’s regime between January 5 and January 14, 2011, a time when the Ministry of Works was assigned to Chaguanas West MP Jack Warner. The Government entered a formal agreement with Brazilian-based OAS on July 4, 2011, at a price tag of $5,213,893,000 (VAT inclusive).
In 2012, Oxford graduate and UWI lecturer Dr Wayne Kublalsingh joined the revamped HRM, championing the social, environmental impact of the Debe to Mon Desir route. But Nidco has stood its ground, saying the selected route was best. “You can never come up with an option that suits all and where there are no negatives and only positives…With any route, there would be positives and negatives,” said Harricharran.
On November 14, 2012, Dr Kublalsingh started a 21-day hunger strike which ended when the Government agreed to an independent review of the Debe to Mon Desir segment of the highway. The task was undertaken by the Joint Consultative Committee at a cost of $1,000,000. It is now dubbed the Armstrong Report after Dr James Armstrong headed the task to review documentation by both parties and conduct interviews within a 60-day period.
In 2013, Dr Kublalsingh—who had been a part-time Literature lecturer at the UWI for 16 years—was not retained to teach at the institution. he environmentalist is on day 46 of his second hunger strike, this time to protest what he believes is Government’s refusal to abide with the recommendation to stop construction of the contentious leg and conduct further assessments.
The HRM is challenging the State before the court even as various segments have been opened, including the Golconda Interchange earlier this month. The project stands 34 per cent complete. (see Pages A9, A10, A11)
—Part 2 tomorrow
http://www.guardian.co.tt/news/2014-11- ... her-faster
Impact will be big—ecologist
Point Highway controversy —PART 2
Urvashi Tiwari Roopnarine
Published:
Monday, November 3, 2014
Workers for OAS Construtora carry out preparatory work on land for the controversial Debe and Mon Desir leg of the Point Fortin Highway in Oropouche in August. PHOTO: RISHI RAGOONATH
“I feel compelled to say the environmental impacts have not been properly studied.” This is the conclusion arrived at by one ecologist who presented information before the Joint Consultative Council (JCC) on the controversial Debe to Mon Desir leg of the highway to Point Fortin. He has requested anonymity, as he works for an international company and both he and the company are fearful of political backlash, especially with the general election less than one year away.
The ecologist has scoured through close to 800 pages of Environmental Impact Assessments and supporting documents on the highway, with emphasis on the Debe to Mon Desir leg currently being challenged by the Highway Re-route Movement. He is concerned over how the environment and wildlife will fare in light of insufficient mitigation to the potential hazards defined in various reports connected to the project.
He said,“The question is not whether the highway should be built, the question is when we build such highways and spend so much money, that it is built without creating problems in the future.” But mega engineering projects have been successfully completed in environmentally sensitive areas all over the globe. For instance, Walt Disney World Orlando has been built on swamp land.
Some writers also tell of New Orleans, the sinking city, being more like the world’s most habitable swamp—and subject to years of flood engineering. We challenged the ecologist—What is it with the Debe to Mon Desir leg and does the Highway Re-route Movement (HRM) have a point? He said many of the impacts will be permanent and unavoidable but the residual impacts of the project was deemed to be low.
“I was looking at the mitigations (for impacts ranked as high). For instance, the sensitive and endangered species, when I looked at the mitigations, there were very few… yet the ranking was downgraded to low,” he explained. The Institute of Marine Affairs documented eight such impacts:
1. Loss of habitat
2. Fragmentation of wetland habitat
3. Altered hydrological conditions from inception and diversion of water sources to wetland
4. Loss of permeable surfaces
5. Increased flooding potential
6. Increased pollution from vehicles
7. Increased colonisation of invasive species
8. Increased squatting
There has been discord between the HRM and the National Infrastructural Development Company Ltd (Nidco) on the issue, with the former saying the route passes through wetlands and the latter denying this—contending that the land-form has since changed. “Neither is correct, because the assessments done by the IMA, the Meteorological Society and the EIA point that it is really in the areas which drain into the wetland itself,” the ecologist said.
According to the Institute of Marine Affairs (IMA) study, he said the highway’s alignment in the contentious segment passes through three major wetland types where the black mangrove (Avicenna germnanis) is the most predominant vegetation—the Oropouche River, Coora River and the marshland at Puzzle Island. The EIA records several rare and endangered animals at risk in these habitat, including Sulphury Fly Catcher (rare), Blue and Yellow Macaw (endangered) and the Scarlet Ibis (vulnerable).
But the ecologist believes not enough protection is being afforded to the country's rich wildlife. “When you look at the endangered animals listed in the EIA, which one has been protected by the EIA? None. In all cases it said they could not be protected and there will be a natural loss based on the project.”
Another organisation to add expertise on the project, he said, was the T&T Meteorological Society, which expressed concern with potential flooding and landslides. It said the removal of vegetation, cutting of slopes, back filling and paving would magnify the drainage problems. “If you are not careful, the work will affect where run off drains… it drains into the Mosquito Creek area, which is a big fisheries bed as well.”
But isn't there an organisation founded in 1995 responsible for protecting the environment? The Armstrong Report catalogued the EMA’s assessment of the EIA, declaring it deficient in the following ways.
1. There was insufficient detail with respect to the socio-cultural environment and more details were needed.
2. There appeared to be a lack of adequate consultation with agricultural land owners.
3. There was no clear provision for the compensation of people who stood to lose property.
4. There was no indication of arrangements for individuals, households, businesses and farmers to be displaced by the right-of-way (ROW), by resettlement or otherwise.
According to the JCC’s findings, the EIA was submitted to the EMA in February 2009 and was rejected. But the CEC was granted one year later, even though the concerns were not addressed, according to the report. It wrote, “The CEC was issued on April 20, 2010, although the administrative records at the EMA provided no additional information to determine the basis of its decision.
“The opinion of the HRC is that the EIA was not acceptable and should have been rejected and returned to the applicant. It seems that the EMA relented without having the applicant provide adequate responses.” The ecologist pointed out that the JCC’s ability to get conclusive evidence may have been stymied because of a lack of proper records on the project.
“There are few things on record… in fact, the JCC could find no record of any submittals after the EMA requested further information, yet the CEC was still approved,” the ecologist said. He said the present predicament is a serious situation and laments that the truth is not being told.
“If you know now in hindsight that some of the impacts, based on future determinations, are bigger than you thought… wouldn't it make sense to take another look rather than make a big mistake for the nation?” Like many others, the expert agrees that the highway is a must, but mitigation ought to be strengthened.
http://www.guardian.co.tt/news/2014-11- ... 4ecologist
Project designed for 1,600 cars an hour
Point highway controversy—Part 4
Urvashi Tiwari Roopnarine
Published:
Wednesday, November 5, 2014
An illustration depicting the route of the Solomon Hochoy Highway extension to Point Fortin.
The man whose expertise lies at the centre of the Solomon Hochoy Highway extension to Point Fortin, Dr Rae Furlonge, amid all the controversy, stands by the design. Furlonge, a senior traffic engineer, was contracted by the National Insurance Development Company (Nidco) to make recommendations on how to facilitate the demands of traffic but minimise the disruption and impact. He says: “I’m not pulling punches I have nothing to hide and nothing to gain by hiding anything.”
The studies he led uncovered that more than 100,000 vehicles pass in and out of the southland. Further to this, he says while there are many inter and intra southland transits, “we found that a lot of traffic travelling from North to external, past San Fernando to get down to areas on the western and eastern sides of the peninsula.” Furlonge says he used a scientific approach and his views were based on analyses of traffic counts, origins and destination and travel times.
Antagonists are contesting the viability of many legs of the network, saying there was no need to link rural hubs, but his studies showed that Siparia and Point Fortin were the most inaccessible towns. The highway is designed with a practical capacity of 1,600 cars an hour and the route is primarily the same as proposed by consultant LEA-Trintoplan in 2005. Furlonge said the route was designed to fit traffic needs until 2035 and would accommodate an annual two per cent increase in vehicles.
That’s close to two 200,000 vehicles 20 years from now. A second study using geographic information systems (GIS) was undertaken and had similar findings. It involves a computer programme selecting the best route by working in restrictions, such as wetlands, protected areas, historical sites and gas pipelines. “Amazingly, the computer-generated route was very close to what the manual route done by LEA-Trintoplan achieved,” Furlonge said.
Asked to settle the controversy “does the route pass through wetlands?” he pointed at a map showing the lagoon in blue, with the road nowhere close. “Look where the lagoon area is. This is the highway, the west side, and this is Mon Desir and Debe. Where are you seeing blue?”
His team also analysed the initial route proposed by the Highway Re-route Movement (HRM). “That’s absurd, because you are simply looking at lines and saying let it function to move traffic,” was his initial reaction. The HRM proposed the expansion of existing local roads into arterial roads, something Furlonge says can never take place in a first-world territory.
“You just want to use roads willy-nilly? Those are local roads. People must be able to walk the roads comfortably,” he said. But Furlonge admitted that while the highway was a must, it was not the solution to traffic. He explained the highway addressed the baseline need for connectivity but it certainly was not the solution, especially as the country approached vehicle saturation.
What is needed, he says, are policies to manage road use since each person in the country travelled by vehicle at least once every day. The highway, he maintains, provides accessibility to the regions to and within the region’s most traversed areas.
•Conclusion of five-part series tomorrow
http://www.guardian.co.tt/news/2014-11- ... -cars-hour
Route changes could inflate cost
Point highway controversy—Part 5
Urvashi Tiwari Roopnarine
Published:
Thursday, November 6, 2014
FLASHBACK…Members of the Highway Re-route movement form a human barricade around a steam roller at the construction site of the Debe to Mon Desir segment of the Solomon Hochoy highway extension at Fyzabad, in October 2012 . PHOTO: KRISTIAN DE SILVA
The Solomon Hochoy Highway extension to Point Fortin project is 34 per cent complete and with several sections already open, traffic experts say the effects are already being felt. Despite the project having its roots with the Inter-American Development Bank (IDB), at a subsequent meeting with the bank in 2010 it indicated its unwillingness to fund the project.
Several financial experts explained it had become a norm for Government to seek international funding with low-interest loans for mega development projects like these. Former Minister of Planning, Mary King, who was at that 2010 meeting, said the IDB cited improper tendering processes, not enough local involvement and a steep tender prices for their refusal.
The project carried an engineer’s price tag of $3.5 billion, but the Brazilian firm Construtora OAS won the tender for the project with the lowest bid of $5.3 billion, with an additional $2 billion spent on the acquisition of land and relocations—taking the total cost to $7.3 billion. Contracts like this, on international tender, follow the Fidic model, which covers everything from the discovery of fossils to delays, variations and termination.
Commercial advocate Terrence Bharath commented on the possible penalties involved if the project is to be temporarily halted, re-routed or terminated altogether. He explains: “Fidic is an international standard of terms and conditions of contracts used to govern projects across the world.”
He says these universal terms and conditions become important in cases where foreign firms operate on local soil. OAS, he says, having completed many such projects internationally, would be cognisant of the many bumps to be encountered along the road. “Under Fidic, it typically provides that nine out of ten times, if a problem occurs beyond their control: your problem, not mine,” Bharath said.
As a result, the foreign company may be entitled to demand compensation for ordered material, mobilisation and demobilisation. Fidic provides for temporary work stoppages or delays due to natural disasters, wars, and even protests. “The Highway Re-route Movement (HRM) chaining themselves to equipment and stopping work from happening is nothing that is glaringly out of the ordinary," the attorney said.
And while the employer (in this case the State) usually bears the brunt of the cost, OAS must serve a notice to Nidco within 28 days to ask for an extension or compensation. One such incident occurred in 2012. A court affidavit filed by OAS reads: “When OAS attempted to carry out works, they impeded and threatened our workmen and other personnel. This has contributed to delays as OAS was unable to carry on works on the site during this period.”
Compensation might certainly be an entitlement, explained Bharath. GML could not confirm whether OAS pursued that issue. “The size and value of the contract demands some sort of mutual understanding between parties,” Bharath added, saying OAS may not necessarily make demands for every inconsistency. But the company did not take things lightly when an incident occurred later that year.
OAS wrote: “Members of the Highway Re-route Movement and persons unknown damaged pieces of our equipment including GPS surveying equipment valued over £50,000 and hurled abuses at our workmen and other personnel.” OAS did, in this instance, request monetary compensation.
“What the clauses would provide there—one would look to see if OAS was negligent in leaving equipment unprotected, and if they were not, and this was a malicious act, then that cost would be passed on to the State,” Bharath explained. The HRM is calling for a re-route of the Debe to Mon Desir section of the highway, but because the project was a design-and-build package, this would likely involve a price variation.
Bharath says: “There is flexibility always in these contracts for variation, but again the project manager, National Insurance Development Company (Nidco), and the State will ultimately pay. The question is, is the variation so great that it will cause a deviation from what was originally intended?”
But the situation could be more complex, as OAS would have entered into contracts with local sub-contractors. Variations can involve amended terms or termination altogether. “All these companies would have subcontracts with the main contractor (OAS) who then becomes liable to claims under those subcontracts. That (claims) would eventually be passed on to Nidco and the State,” Bharath said.
As Bharath puts it, these contracts are governed by one golden rule: “When these contractors come into your country, they always make it clear in the contracts that whatever happens on your soil and it’s not my fault, I’m always compensated in a certain way.”
more info
According to Fidic it's always the employers prerogative to terminate the contractor, but not without paying these costs:
•Return performance security
•Pay for the amount of work done.
•Cost of plant and material ordered for work
•Cost incurred by expectation of completed works
•Cost of removal of temporary works
•Cost of repatriation of staff and labour
The amount of any loss of profit or other loss or damage sustained as a result of this termination
http://www.guardian.co.tt/news/2014-11- ... flate-cost
bluesclues wrote:nervewrecker wrote:joker wrote:bluesclues wrote:after they spend the remaining money in the treasury the mang will come back and take that highway. after it pave, the road will erode until it become unusable and have to re-fix by jr sammy every monday morning. my issue with this hoghway is the proposed route is BS as an alternate route can be made, but most of all, the cost of the project is absolute bollocks robbery of the highest order. remind me of manning skyscrapers multiplying the price of doubles by 300%
you passed by a civil engineering class today or wah?
He sounds like our security guard at work.
But then I showed him a pic of the mosquito creek that there decades now and no mangrove take it back, no it eh sink into the ground and when he saw the sea on the next side of the wall he exclaim "bomboclatt, ollor south peeople mad yo! Driving on ah f**king road in sea! Not this ni*ga!"
jah say he want a mang dey and if yuh move it he go take it back lol
http://www.trinidadexpress.com/news/MAR ... &smobile=y
“I CANNOT live in a duck pond as a result of the highway,” declared Mohan Chatoor yesterday as he waded through flood water in Fyzabad. Chatoor was just one of the hundreds either marooned in their homes or stranded on the streets after heavy showers caused river banks to burst throughout the south-western peninsula. They had no hope of the waters subsiding by late evening as thousands of dollars were lost in soaked furniture and appliances. Many, including Chatoor, were left disappointed because all their Divali plans were squashed as they could not prepare meals or light deyas, which is customary for the festival. “This is the worst Divali ever,” they said. Chatoor, who lives at Chatoor Avenue, said: “For all the years we have been living here, nothing like this has ever happened. I cannot be living in a duck pond as a result of the highway,” referring to construction of the Solomon Hochoy Highway extension to Point Fortin. “I am a devout Hindu and we cannot study Divali right now. We might have to get floating deyas to light here. Who is compensating us?” Chatoor and other residents emphatically stated they were not supportive of the highway because they said its construction was to be blamed for the severe flooding.
and yes i got my masters at School of CS
bluesclues wrote:bluesclues wrote:nervewrecker wrote:joker wrote:bluesclues wrote:after they spend the remaining money in the treasury the mang will come back and take that highway. after it pave, the road will erode until it become unusable and have to re-fix by jr sammy every monday morning. my issue with this hoghway is the proposed route is BS as an alternate route can be made, but most of all, the cost of the project is absolute bollocks robbery of the highest order. remind me of manning skyscrapers multiplying the price of doubles by 300%
you passed by a civil engineering class today or wah?
He sounds like our security guard at work.
But then I showed him a pic of the mosquito creek that there decades now and no mangrove take it back, no it eh sink into the ground and when he saw the sea on the next side of the wall he exclaim "bomboclatt, ollor south peeople mad yo! Driving on ah f**king road in sea! Not this ni*ga!"
jah say he want a mang dey and if yuh move it he go take it back lol
http://www.trinidadexpress.com/news/MAR ... &smobile=y
“I CANNOT live in a duck pond as a result of the highway,” declared Mohan Chatoor yesterday as he waded through flood water in Fyzabad. Chatoor was just one of the hundreds either marooned in their homes or stranded on the streets after heavy showers caused river banks to burst throughout the south-western peninsula. They had no hope of the waters subsiding by late evening as thousands of dollars were lost in soaked furniture and appliances. Many, including Chatoor, were left disappointed because all their Divali plans were squashed as they could not prepare meals or light deyas, which is customary for the festival. “This is the worst Divali ever,” they said. Chatoor, who lives at Chatoor Avenue, said: “For all the years we have been living here, nothing like this has ever happened. I cannot be living in a duck pond as a result of the highway,” referring to construction of the Solomon Hochoy Highway extension to Point Fortin. “I am a devout Hindu and we cannot study Divali right now. We might have to get floating deyas to light here. Who is compensating us?” Chatoor and other residents emphatically stated they were not supportive of the highway because they said its construction was to be blamed for the severe flooding.
and yes i got my masters at School of CS
ah still sounding like d security guard in work?
bluesclues wrote:bluesclues wrote:nervewrecker wrote:joker wrote:bluesclues wrote:after they spend the remaining money in the treasury the mang will come back and take that highway. after it pave, the road will erode until it become unusable and have to re-fix by jr sammy every monday morning. my issue with this hoghway is the proposed route is BS as an alternate route can be made, but most of all, the cost of the project is absolute bollocks robbery of the highest order. remind me of manning skyscrapers multiplying the price of doubles by 300%
you passed by a civil engineering class today or wah?
He sounds like our security guard at work.
But then I showed him a pic of the mosquito creek that there decades now and no mangrove take it back, no it eh sink into the ground and when he saw the sea on the next side of the wall he exclaim "bomboclatt, ollor south peeople mad yo! Driving on ah f**king road in sea! Not this ni*ga!"
jah say he want a mang dey and if yuh move it he go take it back lol
http://www.trinidadexpress.com/news/MAR ... &smobile=y
“I CANNOT live in a duck pond as a result of the highway,” declared Mohan Chatoor yesterday as he waded through flood water in Fyzabad. Chatoor was just one of the hundreds either marooned in their homes or stranded on the streets after heavy showers caused river banks to burst throughout the south-western peninsula. They had no hope of the waters subsiding by late evening as thousands of dollars were lost in soaked furniture and appliances. Many, including Chatoor, were left disappointed because all their Divali plans were squashed as they could not prepare meals or light deyas, which is customary for the festival. “This is the worst Divali ever,” they said. Chatoor, who lives at Chatoor Avenue, said: “For all the years we have been living here, nothing like this has ever happened. I cannot be living in a duck pond as a result of the highway,” referring to construction of the Solomon Hochoy Highway extension to Point Fortin. “I am a devout Hindu and we cannot study Divali right now. We might have to get floating deyas to light here. Who is compensating us?” Chatoor and other residents emphatically stated they were not supportive of the highway because they said its construction was to be blamed for the severe flooding.
and yes i got my masters at School of CS
ah still sounding like d security guard in work?
nervewrecker wrote:bluesclues wrote:bluesclues wrote:nervewrecker wrote:joker wrote:bluesclues wrote:after they spend the remaining money in the treasury the mang will come back and take that highway. after it pave, the road will erode until it become unusable and have to re-fix by jr sammy every monday morning. my issue with this hoghway is the proposed route is BS as an alternate route can be made, but most of all, the cost of the project is absolute bollocks robbery of the highest order. remind me of manning skyscrapers multiplying the price of doubles by 300%
you passed by a civil engineering class today or wah?
He sounds like our security guard at work.
But then I showed him a pic of the mosquito creek that there decades now and no mangrove take it back, no it eh sink into the ground and when he saw the sea on the next side of the wall he exclaim "bomboclatt, ollor south peeople mad yo! Driving on ah f**king road in sea! Not this ni*ga!"
jah say he want a mang dey and if yuh move it he go take it back lol
http://www.trinidadexpress.com/news/MAR ... &smobile=y
“I CANNOT live in a duck pond as a result of the highway,” declared Mohan Chatoor yesterday as he waded through flood water in Fyzabad. Chatoor was just one of the hundreds either marooned in their homes or stranded on the streets after heavy showers caused river banks to burst throughout the south-western peninsula. They had no hope of the waters subsiding by late evening as thousands of dollars were lost in soaked furniture and appliances. Many, including Chatoor, were left disappointed because all their Divali plans were squashed as they could not prepare meals or light deyas, which is customary for the festival. “This is the worst Divali ever,” they said. Chatoor, who lives at Chatoor Avenue, said: “For all the years we have been living here, nothing like this has ever happened. I cannot be living in a duck pond as a result of the highway,” referring to construction of the Solomon Hochoy Highway extension to Point Fortin. “I am a devout Hindu and we cannot study Divali right now. We might have to get floating deyas to light here. Who is compensating us?” Chatoor and other residents emphatically stated they were not supportive of the highway because they said its construction was to be blamed for the severe flooding.
and yes i got my masters at School of CS
ah still sounding like d security guard in work?
Don't have time to watch that vid but what you got your masters in sir?
joker wrote:so the whole of pt lisas will be reclaimed by the sea?
i guess you have no clue what a Feasibility Study is?!
but then you say you have a masters ?
my hypothesis is you have a PhD AND A BA in BEING ANASS
Return to “Ole talk and more Ole talk”
Users browsing this forum: No registered users and 16 guests
