“It is CP’s case that: (1) The Expert was wrong in his approach to the construction and application of the DBFO Contract and in granting declarations A and/or B set out above; and/or (2) The parties having previously agreed and/or resolved a different approach to the DBFO Contract and/or the parties having proceeded on the basis of a convention and/or in accordance with representations made by HEC as to the proper approach to the DBFO Contract, HEC is bound by and/or estopped from departing from that previous approach.”
“A Critical Incident that: (a) is neither an Exceptional Circumstances Event…nor a Major Incident; and (b) requires or results in a partial closure of a Carriageway on the Project Road; and (c) results in one or more of the following; (i) A physical obstruction (other than traffic management equipment) in the Carriageway that requires removal before the affected traffic lanes can be safely opened to traffic; or (ii) Damage or potential damage to any of the Project Facilities that will require assessment and/or remedial action before the affected traffic lanes can be safely opened to traffic; and (iii) In respect of which the Incident Controller has requested the attendance of the DBFO Co at the scene of the Critical Incident in order to perform any of its duties under this Agreement…” (i) A physical obstruction (other than traffic management equipment) in the Carriageway that requires removal before the affected traffic lanes can be safely opened to traffic; or (ii) Damage or potential damage to any of the Project Facilities that will require assessment and/or remedial action before the affected traffic lanes can be safely opened to traffic; and (iii) In respect of which the Incident Controller has requested the attendance of the DBFO Co at the scene of the Critical Incident in order to perform any of its duties under this Agreement…”
“A dispute has arisen between the parties relating to the interpretation and application of what is called the ‘Critical Incident Adjustment’ referred to in Schedule 25 of the Agreement. HEC through its solicitors served a Notice of Referral of a Dispute to Expert Determination on4 January 2016 on DBFO Co.”
“(a) The clear meaning of these clauses is that a Critical Incident is an incident which is declared as such by NILO on behalf of the Secretary of State for Transport (now HEC). (b) Only NILO can declare an incident critical on behalf of the Secretary of State (now HEC). (c) Only incidents in fact declared as critical can be inputted into the Critical Incident Adjustment, if relevant. (d) The ‘applicable emergency procedures’ are those procedures from time to time in force that NILO has regard to in making declarations.”
“A Critical Incident as defined in the Agreement and in particular in paragraph 1 of section B part 6 of Schedule 25, and for the avoidance of doubt for the purposes of calculating the Critical Incident Adjustment, means an incident in fact declared as critical by National Information Liaison Officers in accordance with Process B1 NILO incident reporting criteria dated November 2013. B In circumstances where a ‘deemed Critical Incident’ of any type set out in appendix D to the M25 DBFO Co Service Provider Contingency Plan (Version 4.2 dated October 2015) occurs neither shall such incident thereby be treated as declared as a Critical Incident for the purpose of the definition of a Critical Incident set out in paragraph 1 of section B at part 6 of Schedule 25 (whether or not it is further declared as such) nor shall the SOS or HEC be or have been required to procure that NILO or anyone else acting on behalf of the SOS or HEC must declare such incidents as Critical Incidents.”
“There is an analogy here, albeit an imperfect one, with the rules developed by the common law to prevent successive litigation over the same matter: see the discussion about Henderson v Henderson (1843) 3 Hare 100 on abuse of process and cause of action and issue estoppel by Lord Bingham of Cornhill in Johnson v Gore Wood & Co (a firm)[2002] 2 AC 1 , 30H-31G.”
“Critical Incidents Critical Incidents are unforeseen events that seriously impact upon the Highways Agency and its ability to deliver its ‘safe roads, reliable journeys, informed travellers’ objective. Importantly, the police, other emergency services or local authorities may not consider these types of incident as important as the Highways Agency. Critical Incidents also include incidents of which Ministers wish to be informed. It should be noted that critical incidents might be, or become, major incidents. Only category 1 or 2 responders [emergency services, the Highways Agency etc] may declare if a Critical Incident has occurred. If the DBFO Co believes that a Critical Incident has or may become a Major Incident then it shall notify the police and Department’s nominee immediately. The following are deemed to be critical incidents: [There are then 15 deemed Critical Incidents].”
“The DBFO Co shall, without prejudice to the requirement to report accidents and Incidents in accordance with paragraphs 1.3 and 1.4 of Part 4 of Schedule 18, immediately report to the Department’s Nominee each accident or Incident deemed to be a “Critical Incident” (as referred to in the NMM), distinguishing between Critical Incidents that impact on the payment mechanism…and those that do not.”