Montego Bay // URBAN STRATEGIES FOR A LIVEABLE DOWNTOWN

MONTEGO BAY FINAL REPORTMontego Bay, JamaicaVienna, AustriaMarch 9th 2015

URBAN STRATEGIES FOR A LIVEABLE DOWNTOWN

JAMAICA

2 FINAL REPORT MONTEGO BAY · JAMAICA

CONTENT 5 8121616243436

Introduction to the Urban Issues in Montego BayFuture Urban Growth Scenarios for Montego BayAnalysis of the Urban FootprintMain ActionsCreation of a new Waterfront for Montego BayIntegral Neighborhood Upgrading Strategy and Pilot Downtown Housing ProjectRevitalization of the Charles Gordon MarketOther recommended actions

INDEX

Project supervisor: Andrés Blanco Blanco, PhD MSc

Design Team:Roland Krebs, MSc UrbSabrina Ehrenhöfer, BSc ArchKlaus Kodydek, BSc ArchPeter Scheibstock, BSc Arch

Advisors:Sarah Benton, MSc. UrbRebecca Sabo, BSFS

Photo Credits: Ramón Zamora, MSc Arch

Vienna, Austria 2015

MAP OF LAND USE >>>>>>MAP OF SUSCEPTIBILITY OF SELECTED HAZARDS

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INTRODUCTION TO THE URBAN ISSUES IN MONTEGO BAYThe urban core of Montego Bay is com-posed of 38 neighborhoods which have a combined population of 110,115. His-torically, planned urban development has occurred within the center of the city and along the coastline. Since the early eigh-ties, most formal and informal housing development activities have been concen-trated in the hills on the outskirts of the city. On the other hand, hotels and resort complexes are no longer developed close to the main Gloucester Avenue commerci-al axis (“Hip Strip”), but instead have been emerging along the coast, to the east of the Sangster International Airport. Over the past three decades, the city has continu-ed to grow on the periphery, mostly in the form of low-density informal settlements. The city is operating under a zoning plan that was approved in 1983 and needs to be updated to reflect the current reality, residents’ needs, and modern planning practices. An absence of regulations and

urban growth management has led to lar-ge, widespread, and unplanned new de-velopments in areas unfit for urbanization, such as areas exposed to natural hazards such as flooding and landslides. The historic city center of Montego Bay lacks residences and has high congestion caused by mainly vehicular traffic and an inefficient public transportation system. Over the past 30 years, the city’s down-town area has become a central business district with banks, services, a public library, markets, schools, hospitals, and clinics, and has many important functions and uses. The commercialization of down-town for these purposes has resulted in a decline in its importance as a hospitality center and residential area. This kind of urban fragmentation leads to inefficient urban development. This includes a strong dependency on automobiles and high maintenance costs for road infrastructure, sewerage, and other public services. This also results in an inappropriate environ-mental footprint in terms of pollution, greenhouse gas emissions, and inefficien-cy in the use of resources. The abandon-ment of the downtown area after 6 pm, by employees, customers, and pupils, is a manifestation of this fragmentation. Only a small proportion of tourists venture to downtown Montego Bay to see its histori-cal buildings and traditional markets.

URBAN SPRAWL AS AN URBAN TYPOLOGY >>8 FINAL REPORT MONTEGO BAY · JAMAICA

FUTURE URBAN GROWTH SCENARIOS FOR MONTEGO BAYMontego Bay has been experiencing significant changes in regards to its urban footprint, reflected through the changes in growth patterns on the periphery of the city. Some of these changes are occur-ring as a reflection of the change in the paradigm shift of urban typologies (lower density suburban development, migration of residents from the urban core). In part as a result of unplanned development and to a certain extent a lack of enforcement of current city zoning and planning policies. These changes place the city at a critical planning stage. In the future, the city will either thrive as the region continues to grow or the city’s growth will exceed the capacity of the urban systems to serve its residents and threaten the city’s role in the regional economy. These reasons have led to the realization that it is necessary to explore different paths of development within the region, focusing not only on the variation of the population but also city’s

policy and infrastructure network.

In an effort to explore future growth pat-terns and the associated impacts, the consultant team of GeoAdaptive has developed two scenarios for Montego Bay, distinct in nature to serve as a tool for local decision makers to increase their under-standing of the impacts and consequen-ces associated with each type of growth. The scenarios also provide a means to compare the different amounts of capital investment required to provide basic urban services to their residents (when the data is available), such as potable water, sewers and roads, within the projected areas of growth.

There are four main categorical differences at the policy level that guide the assump-tions used as inputs for each scenario. The most important differences between the trend and the smart-growth scenarios are based on a set of urban policies associa-ted with the following factors:

1. URBAN AND NATURAL SYSTEMS COORDINATION

The city and its surrounding areas were studied through a rapid evaluation process to quickly to identify possible synergies

and connections, which could be imple-mented throughout city. This analysis was based on the identification of areas that met the following criteria: aid with urban and stormwater runoff, improve water qua-lity, regulate local temperatures and impro-ve air quality, contribute to flooding pre-vention and control, provide recreational services, and provide the city with habitat and ecological connectivity. These areas were identified by experts on the consul-tant team and validated with local experts.

2. ZONING AND LAND USE RESTRICTIONS

Zoning is a mechanism of land manage-ment used by local government whose primary purpose is to restrict uses that are incompatible with current conditions or go against current development orders. Zoning can also regulate the principal use of the land and development density. The team of analysts used the St. James De-velopment Order (2010-draft) to estimate residential densities for the smart growth scenario simulation.

3. NEW AND IMPROVED INFRASTRUCTURES

The location of existing infrastructure provides the basis for evaluating the most attractive areas for urban development.

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One of the key inputs for the RGAM is the development of a spatial model (attractive-ness model) which determines the proxi-mity of new residential areas to areas of services (transportation, commercial areas, open spaces, school, etc.).

4. DENSITY

Urban density is a specific measure that refers to the number of residents in a particular area and is typically measured in residents per hectares (p/ha). Future urban density assumptions should be related the availability of local public services and the infrastructure that supports these. The consultant team performed a series of calculations to determine the accep-table urban density by reviewing existing conditions (during field visits and through the interpretation of satellite imagery) and the correlation between these conditions, census data and levels of density. Regio-nal and local standards of urban density in the Caribbean and Latin American were considered as reference points for this study.

From: Historical and Current Urban Footprint and Future Urban Scenarios, GeoAdaptive, LLC (2014)

A WALKABLE DOWNTOWN AS A STRATEGY FOR MONTEGO BAY >>12 FINAL REPORT MONTEGO BAY · JAMAICA

The Historical and Current Urban Foot-print and Future Urban Scenarios study shows that Montego Bay’s population will grow by 23,262 people between now and 2030, resulting in a estimated population of 133,477 residents at that time. If current development patterns continue, that popu-lation growth will result in the urbanization of 492 hectares acres of land, which will be added to the existing urban footprint.

94%, or 464 hectares, of the new urban growth area will be low to medium density urban sprawl. Only 28 hectares are pro-jected to be demanded for high-density development, meaning the construction of dense multi-family housing types. In this scenario, the city government would have to spend approximately J$ 1.64 billion in infrastructure to meet the demand. In comparison, a smart growth scenario with more compact patterns and high density and infill developments would require only 275 hectares of new developed land and much lower infrastructure costs (J$ 842 million) to meet the population’s needs.

Over the medium and long term, Montego Bay will tackle these urban issues through a more proactive urban growth manage-ment strategy favoring investments in the downtown area. The traffic volume should decrease, particularly if additional housing is made available by increasing density and redeveloping properties for residen-tial use. The center will be enhanced by inclusionary open and green spaces for its residents and tourists. The implementation of a smart growth scenario and selected mitigation measures concerning solid was-te treatment, energy efficiency, and vehicle fuel switch, as suggested by the Historical and Current Urban Footprint and Future Urban Scenarios study, would reduce the emissions projected for 2030 from 1.215 million tons CO2e, to 857,000 tons, a 30% decrease.

There are still large areas of undeveloped or underutilized land, including the whole shoreline by the downtown area (including the Hip Strip), that have great potential for park and beach facilities. However, the city is vulnerable to a variety of hazards which have the potential to cause signifi-cant damage in commercial and residential areas. Storm surge presents a threat to not only the resorts but also to the downtown. A major hurricane could be devastating

ANALYSIS OF THE URBAN FOOTPRINT

RECOMMENDED ACTIONS IN DOWNTOWN MONTEGO BAY >>14 FINAL REPORT MONTEGO BAY · JAMAICA

URBAN DEVELOPMENT & MOBILITYThe following urban planning and mobili-tiy strategy for Montego Bay will manage rapid urban growth at the urban fringes and revitalize the downtown area. The ur-ban interventions comprise a strategy to transform Montego Bay into a sustainable city. These interventions aim to: (i) update the Parish Council’s existing urban plan-ning toolkit, especially for the city cent-re; (ii) decrease traffic, improve walkable connectivity, and reduce greenhouse gas

to the tourism industry, which is central to the local economy. In the Action Plan on Reduction of Vulnerability to Natural and Man-Made Disasters, emphasis is placed on disaster risk mitigation.

This chapter describes the main prob-lems in each of the priority action areas identified in the previous phases of the methodology, and outlines the actions that will be taken to address these issu-es. Although the actions are organized by action area, the plans themselves were developed in conjunction with one ano-ther, by a multidisciplinary team working together to determine how to optimize resources to achieve the greatest possible benefit for the city of Montego Bay.

Integrated Waterfront Park Project

Design of a Boardwalk

Beach facilities and equipment

Beach facilities and equipment

Intermodal North Transportation Hub

Public Library

Urban Design of the public space around library

Downtown Walkability Project

Pedestrianization Pilot Project and Phase 1

Pedestrianization Phase 2

Montego Bay Cultural Centre

Participatory Urban Design of Sam Sharpe Square

Concentration of north bound taxi stands

North Gully

Union Street

Creek Street

Potential Recreational Park

Create accessability

Pilot Downtown Housing Project

Incremental Housing

Inclusionary design of Social Housing

Gordon Market Upgrade ProjectParticipatory Urban Design

Barnett Street

min. 1,0 FAR

Barnett Street

Harb

our S

treet

TRANSPORTATIONCENTER

Howard Cooke Highway


MAIN ACTIONSThe Downtown area of Montego Bay needs a special strategy for its compre-hensive upgrade. The new Development Order should include a plan for downtown Montego Bay, completed with ordinances and instruments to promote, incentivize, and guide future investments in the area. This instrument should be very transparent and publicly visible (e.g., through a web-site), in order to clearly communicate the potential for the prosperous development of the city centre.

Among other specific actions there are:• Actively identify and promote specific opportunities for collaboration with the private sector on a housing program.• Expand the Urban Renewal Act to provi-de fiscal incentives for private developers to build housing in the downtown area, either in partnership with the National Housing Trust as public-private partners-

hips (PPPs) or purely private undertakings, by designating the area bound by the St. James Development Order as a Special Development Area.• Launch a program to promote downtown Montego Bay as a “place to live,” tying into the Vision 2030 Jamaica motto, “Ja-maica, the place of choice to live, work, raise families and do business”. • Identify and include in the plan an inven-tory of all buildings and sites of historic, scenic, architectural, or cultural importan-ce that should be preserved and/or rehabi-litated as landmarks.

The Historical and Current Urban Foot-print and Future Urban Scenarios study revealed that there are only 2.7 m2 of open space per inhabitant in Montego Bay. The World Health Organization recommends 10-15 m2 of open space per inhabitant. The long-term target for the urban de-velopment plan is to constantly increase this ratio to meet the minimum require-ments within ten years.

CREATION OF A NEW WATER-FRONT FOR MONTEGO BAYI

emissions; (iii) revitalize the city centre and renovate its housing stock; (iv) rehabilita-te the built cultural heritage; (v) restore the traditional market; and (vi) improve public and green spaces while reducing vulner-ability in case of extreme weather events.

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Downtown Montego Bay has much unde-rutilized or vacant land that is not suitable for any type of construction due to its exposure to natural hazards. This inclu-des the waterfront, which is disconnected from the city, and the heavily polluted and vacant former railway site, situated next to the Transportation Center. Both the waterfront and the former railway site are very unhygienic and urgently need to be cleaned up. The current condition creates a negative image for the city. In order to increase public space for recre-ational use and also to mitigate disaster risk, these areas should be converted into

public parks. This will significantly improve the image of the city and the identity and self-esteem of its inhabitants.

Currently, the coast in front of downtown Montego Bay is underutilized and could be much better integrated with the city. Both locals and tourists could enjoy the poten-tial of recreational facilities and beaches. Areas like the Dump-up Beach and the landfill at the restaurant “Pier 1” are com-monly used as garbage dumps, temporary car parks or bus stations. One of the main problems and obstacles for development is that there is no continuous beach due

to fences and the absence of walkways. However, the city built the “Hospital Park”, an approximately 250 m-long park, which is very well-received by the local populati-on. This park serves as a viable reference for the possible development of a stretch of approximately 2 km, starting at the “Margaritaville” restaurant through to the “Fisherman Village,” into a waterfront park including public beaches.

To connect the city with the sea while at the same time helping protect it from coastal hazards, the UDC will develop the area along the approximately two kilome-tre stretch of coast from the Old Hospital Park to the River Bay Fishing Village into a boardwalk park including public beaches and seaside recreational facilities, such as cafes, stand beach volleyball, etc. This project will include activities for: (i) beach enhancement to improve the amenity value of beaches; (ii) shoreline stabilization and erosion control works to protect against storm surge and coastal erosion; and (iii) coastal access works to provide conti-guous safe public access along the shore-line. The waterfront park, which is suscep-tible to storm surge, will act as a buffer zone between the sea and the constructed city. In addition to increasing the quali-ty of life for residents by providing them with a pleasant place for recreation and

total area total areatotal area

green spaces green spacesgreen spaces

sports areas sports areassports areas

12,5 ha 3,91 ha6,18 ha

7,18 ha 3,81 ha2,80 ha

0,62 ha 0,35 ha0,22 ha

beaches

pathway

4,62 ha

2,35 km

NORTHERN AREA

SOUTHERN AREAPLAZA

NORTHERN AREA

PLAZA SOUTHERN AREA

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beach access, it will act as a pull factor to incentivize denser development around downtown Montego Bay, away from the periphery. It will also provide an alternati-ve local place for tourists to visit, drawing them into Montego Bay, where they can patronize small businesses.

As part of the development of this cont-inuous waterfront park project, the UDC will:

• Establish groynes (breakwater structu-res), where necessary, in order to interrupt water flow and limit beach erosion. These groynes help to create and protect public sand beaches and recreational areas for both locals and visitors.

• Erect facilities at the waterfront park in-cluding public showers, small restaurants, garbage bins and collection, lifeguard stand, attractive surface, cultural focus point (acoustic shell), benches, public toilets, bike stands, playgrounds, volleyball fields and seating area along a low wall.

• Enable access to the park and beaches from downtown with numerous, visible entrance/exit points

• Establish a neighbourhood watching unit or tourism police, especially for the park.

CONCEPTUAL DESIGN FOR THE WATERFRONT PARK

VISION FOR AN ACCESSIBLE BEACH>>


ECO CORRIDORS

DESIGN PRINCIPLES FOR WATERFRONT PARK

NEW PEDESTRIAN AREAS A NEW MOBILITY BEHAVIOUR

In the central area of the urban interven-tion a system of three ecologic corridors connects the historical downtown area with the newly created multifunctional plaza at the Waterfront Park. The three corridors are designed as green boule-vards connecting the existing structures from Barnett Street, the Market Street and the a newly created Eco corridor utilizing the North Gully as an accessible walkable strip.

The new Waterfront Park is integrated into a holistic program of making the city more pedestrian friendly. The Downtown area in the mid term is a pedestrian area and connects with the central plaza of the new Park. Safe Transit Nodes are special tran-sition areas for pedestrians at the Howard Cooke Highway. These nodes need a special design with speed bumps or other speed reducing measures. The Highway shall be 30 km/h at the main Downtown area.

The area is pedestrian friendly for all peo-ple. The locals can walk from Downtown Montego Bay to the new Plaza facilities, the bars, the beach Volleyball courts, etc. The tourists have different origin-destina-tion patterns: they might come from the Hip-Strip or stop their cabs at the Taxi stands at the transportation center. Clo-se to Pier 1, a bike-rental will be installed and visitors can take a bike-ride from the central plaza and explore Downtown and its new Waterfront park.

BEACHFRONT USED AS CAR PARKING SPACE >>

CENTRAL PLAZA

DOWNTOWNM

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CENTRAL PLAZA

SAFE TRANSIT

NODE

SAFE TRANSIT

NODE

SAFE TRANSIT

NODE

SAFE TRANSIT

NODEHOWARD COOKE HWY30

LOCALSVISITORSBIKERS

BIKERENTAL

TAXI

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BEACH FACILITIES AND BARS

SHOWCASEWATERFRONT

THE CENTRAL PLAZA NATURAL OASIS

The waterfront park design includes a complete transformation of the declined beach area with a lots of beach facilities such as beach volleyball courts and bars. Just a few meters from Montego Bay’s KFC, locals and tourists relax at the new facilities, which are all grouped on the new 2,35 km long boardwalk. The boardwalk serves as a connection between Marga-rita-Ville, the Old Hospital Park, the new plaza and the Fisherman’s Village.

The central plaza invites both Montegoni-ans and visitors to stroll from Sam Sharpe Square in Downtown Montego Bay directly into the new plaza. The plaza is a multifun-ctional area with a hard surface, perfect for cultural events, concerts and shows. On the two ends of the plaza, bars and restau-rant facilities serve the visitors. Pier One is kept on the original location and will be the first incubator project on the site.

The south part of the waterfront park is a much different destination: a quiet and green oasis in the middle of the city. The area has a walking path, with benches and plenty of shade. The trees and the newly designed water basin create harmony with the sea and make this area much more calm and relaxing, a perfect oasis for re-laxation.

PHOTO OF THE ACTUAL SITE OF THE WATERFRONT PARK >>


The city of Montego Bay is characterized by very extensive and low-density urban sprawl patterns in the west and northwest of the city centre. The leftovers of residen-tial use downtown are mostly informal sett-lements in the area of Canterbury and at the corridors of Hart Street, Barnett Street, Barnett Lane and Railway Lane. A previous attempt to relocate the inhabitants of Rail-way Lane was unsuccessful. In that case an area close to the airport was specially designed for the new settlement, about 5 km from the original one. Although the living conditions were better, transportati-on costs associated with the new location were higher and residents lost the social support they had in their original surroun-dings. Therefore, most of the people re-turned to their original settlements.

This program aims to increase the resident population in the city centre by changing the existing zoning from commercial to mixed-use in order to provide a legal basis for residential use in the city centre and encourage higher density developments in already developed areas. As a result, we

INTEGRAL NEIGHBORHOOD UPGRADING STRATEGY AND PILOT DOWNTOWN HOUSING PROJECT

HOW TO INCLUDE THE COMMUNITY?

IICOMMUNITY

MUNICIPALITY

PRIVATE PARTNERSHIPS

Communicate restrictions affecting the urban design project: economic, const-ructive, weather, etc.

Engage families in the decision making process.Transfer criteria and techni-

cal expertise to address the dynamic process of the expansion of the housing.

DESIGNDefine an architectural project through 3 participa-tory sessions with the resident families: 1. community workshop for creating ideas, 2. preliminary design exer-cise, 3. definitive architecture design

Organize an informative workshop where the actors and residents are informed about public subsidies and grants as well as the finan-cial contribution of each family. Start bidding pro-cess for the construction works.

TENDERTemporary relocation of residents during constructi-on (e.g., railway area) and establish construction committees for the shared spaces of each building site. Organize 3 participa-tory activities: 1. visit the building site, 2. workshops for extending the properties,3. workshops for collective space

CONSTRUCTIONSupport the families with the design of the extension of their homes. Organize technical workshops, social and cultural activities to support the community building process and exp-lain to the families how to obtain a loan to extend their homes.

HABITAT

MASTERPLAN FOR INCREMENTAL PILOT HOUSING PROJECT >>

building costs:basic 10 Mextended 16,7 M

housing units419

1,0 0,4floor area ratio plot occupation

total public space

built area

9173 m2

12.267 m2

FAR

$

1 2 3 4 5 6 7 M

27

recommend urbanizing the existing slums in downtown Montego Bay. As a first pilot project, the National Housing Trust (NHT) in cooperation with the Urban Develop-ment Corporation (UDC) will develop the slum at Barnett and Railway Lane.

A comprehensive urban development strategy for the upgrade of existing neighbourhoods should be established. This strategies should comprise the following elements:

• Using participatory planning methodo-logies, identify solutions for low-income families, including the upgrade of informal settlements, in accordance with the land use policies of the city.

• Identify unsafe structures to be demolis-hed.

• Establish a control system for informal settlements whereby new settlements will not be allowed to emerge and existing structured will be regularized.

• Promote mixed-used areas as much as possible.

• Identify housing programs which can ad-dress the different needs of the city, while

housing units39 housing

units71

housing units61

housing units48 housing units93

indoor &outdoor market

housing units71

housing units36

1128m2 semi-private green space 445m2 semi-public green space





green indoor courtyards & green areas oustside



Floor area 1,2Plot occupation 0,4





restaurants &bars



2724m2 block area1168m2 built area





new roof installa-tions for shade



BLOC

K 1

BLOC

K 2

BLOC

K 4

BLOC

K 5

BLOC

K 6

MAR

KET

BLOC

K 7

BLOC

K 3

AEREAL VIEW OF PILOT INCREMENTAL HOUSING PROJECT>>

INCREMENTAL HOUSING:KEY CONSIDERATIONS

housing infrastructure gets establishedresidents can expand their housing

units if neededcommunity terraces for social interaction

shared semi-private courtyards for residential community

semi-public courtyards open for public with recreation facilities etc.

HOUSING BLOCK 2SHOWCASE

SEMI-PUBLIC COURTYARDS

SEMI-PRIVATE COURTYARDS

COMMUNITY TERRACES

INCREMENTAL HOUSING

URBAN LAYOUT BLOCK 2

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1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

MY GROWING HOME: THE EXTENSION PROCESS

BASIC

EXTENDED

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

1st floor

0 1m 3m

2nd floor

3rd floor

1st floor

0 1m 3m

2nd floor

3rd floor

BASIC EXTENDED

56m

56m

56m

90m

84m

28m

28m

28m

56m

56m

56 m2

28 m2 28 m2

56 m2 56 m2

28 m2

84 m2

56 m2 56 m2

90 m2

BASIC HOUSING UNITS VARY FROM 28M2 UP TO 56M2

UNIT A UNIT B UNIT C UNIT D UNIT E

EXTENDED HOUSING UNITS VARY FROM 56M2 UP TO 90M2


3rd FL

OOR

2nd FL

OOR

1st FL

OOR 2 extendable housing units

basic: 28m2

extended: 56m2

shops can be integrated in first floor zone

3 extendable housing unitsbasic: 28m2, 2x 56m2 (duplex)extended: 56m2, 84m2 (with balcony), 90m2

access through exterior staircase and balcony

upper level of 2nd floor units accessed trough 2nd floor through interior staircaseextendable with/without balconyshading through projecting roof

DETAIL EXPLOSION DRAWING OF A TYPICAL INCREMENTAL HOUSING UNIT>>

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SECTION B: VIEW ON HOUSING TYPOLOGIES AS SEEN FROM THE SEMI-PUBLIC SPACE

promoting investment in the city, social inclusion and mixed-used development, all in line with the Development Order.

In a particular case in the Downtown area we propose the following set of activities as a pilot project in Montego Bay:

• Collect information about the existing situation of the settlement (families living there, condition of homes, etc.)

• Clear the situation of property rights and, if needed, purchase the site.

• Design and implement a pilot project for the slum between Barnett Lane and Rail-way Lane.

• Collect data and infos about families cur-rently living in the planning area and start an inclusionary development process with the community.

• Collectively design a housing project, if possible by using the existing par-cel-structure of land. It is estimated that it is possible to build 419 housing units on the existing block structure.

• Organize an inclusionary neighbourhood development and participation process based on cultural activities.


SECTION A: VIEW ON FACADES FROM VIEWPOINT OF RAILWAY LANE

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SECTION C: FACADES FROM VIEWPOINT OF BARNETT LANE

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SECTIONS

VISION FOR CREATING INCLUSIONARY URBAN SPACES IN MONTEGO BAY >>


Markets are traditionally the economic backbone for people with low incomes in Montego Bay. The main market, the Charles Gordon Market, is a very well-vi-sited market facility and, with its 2.2 hec-tares, is the largest market in the area. On weekends, especially, the streets around the market get really busy. The Charles Gordon Market is the traditional market of Montego Bay, which is divided into three sectors: the market hall, the open-

REVITALIZATION OF THE CHARLES GORDON MARKETIII

air market and the wholesale market. The market’s main problem is that the main hall lacks fresh air circulation. For this reason, the selling premises are not fully occu-pied. Only two thirds of the market hall is used; the rest is vacant or cannot be used because of the degraded structure of the building. The vendors complain about the neglected state of the market, especially the rentable storage boxes. The wholesale is not divided from the rest of the market, which causes some friction between the sellers, wholesalers, and street vendors. Some vendors even live in the boxes to avoid mugging and stealing. This public

market needs revitalization and an upgra-de, with better infrastructure for both sellers and customers, including better facilities and necessary amenities such as toilets and washing rooms. Therefore, the SJPC will conduct the following activi-ties to specify the upgrade of the mar-ket:

• Elaborate an architectural design based on a participatory planning process that includes both the sellers and the market authorities.• Modernization of the main-façade, the roof, hygiene facilities, administration area, waste management and security.

• Separation of wholesale and retail ven-dors at the open-air market

• Redesign the entrance areas and create a spacious entrance area with an interes-ting landscape design.

• Establish a marketing concept to create a positive image of the market.

• Organize vendors with pushcarts as cooperatives and include them as a posi-tive image in the urban core of Montego Bay. Create central storage for pushcarts in a sector of the Charles Gordon Market, which should be administrated by the Mar-ket Authority.

OUTLINE CONCEPTUAL DRAWING OF REORGANISATION OF THE CHARLES GORDON MARKET >>


OTHER RECOMMENDED ACTIONSIV

Pedestrians in downtown Montego Bay lack open public spaces in which they can move efficiently. One example of this is the connection between the most important poles of the downtown area: the touristy Hip Strip along Gloucester Avenue and Charles Gordon Market (off Fustic Road). The poor quality, impermeable surfaces of this pathway create “heat islands” due to direct exposure to sun. Pedestrian cros-sings are missing along the Howard Cooke Highway and at St. James Street in the inner core of downtown Montego Bay. The high volume of vehicles, pedestrians, and street vendors with traditional pushcarts in narrow streets lead to long delays, parti-cularly during rush hour. The pedestrian facilities and pathways are inefficient for the number of people using the downtown area. In particular, Sam Sharpe Square, the main square of Montego Bay, is a vehicle-dominated public space with low quality for its users. Increasing pedestrian connectivity in the area could significant-ly decrease motor vehicle traffic volumes and encourage more people to walk in the

DOWNTOWN WALKABILITY PROJECT

city. One of Montego Bay’s main public buildings, it’s Civic Center, which currently functions as a cultural center, is located on Sam Sharpe Square. If Sam Sharpe Square is renovated creating a vehicle-free zone, it will become an important attracti-on in Montego Bay.

The long term vision of this intervention is to create a pedestrian-friendly corridor between the most important spots in the city centre: the Hip Strip, Fort Montego Bay, the public library and KFC, North Gully Bridge, Sam Sharpe Square, Trans-portation Center, Barnett Street and Rail-way Lane, and Charles Gordon Market. However, to start with, an integrated urban design plan will be developed and imple-mented for the area around Sam Sharpe Square with the vision of increasing pe-destrian accessibility by creating a sha-red space for pedestrians and cyclists on homogenized surfaces, with shading and adequate green spaces.

The Urban Development Corporation (UDC), together with the National Works Agency (NWA), will implement the pro-ject in three phases:

• Develop and implement an integrated urban design plan with the vision of increa-sing pedestrian accessibility by creating a shared space for pedestrians and cyclists on homogenized surfaces, providing sha-ding and adequate green spaces.

• Pilot Project: As a testing phase, tempo-rary pedestrianization of the area bound by Strand Street, Church Street, Orange Street and Union Street by using paint for the public space.

• Phase 1: Definitive Pedestrianization of the area bound by Strand Street, Church Street, Orange Street and Union Street.

• Phase 2: Pedestrianization of the area bound by Strand Street, Union Street, Orange Street, St. Claver Street, and Creek Street.

Other important actions are:

• Close Railway Lane for individual car traf-fic and renovate the road surface.

• Initiate a public safety program, including increased police presence and community watch groups.

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• Install additional eco-friendly street lighting with solar technologies to create a safer environment for pedestrians.

• Include communities in a comprehensive planning process.

REHABILITATION OF HISTORIC LANDMARKS

The Jamaican National Heritage Trust lists 22 buildings in the St. James Parish, of which 10 are located in downtown Mon-tego Bay. An example of fine Jamaican architecture is Fort Montego Bay, built in 1750 by the British, which still has a battery of 3 of the original 17 George III cannons. Another example is “the Cage,” built in 1806, which was used as a gaol for enslaved Africans, disorderly seamen, and vagrants. “The Dome,” built in 1837 above the underground spring that sup-plied drinking water for Montego Bay, is an important building for Montego Bay. The Parish Church of St. James, one of Jamaica’s finest churches built of whi-te limestone dated from 1775-1782 and other Georgian buildings, such the red-brick house at 16 Church Street, dating from 1765, and the plantation-style police station, demonstrate the rich history of

Jamaican architecture. All the mentioned monuments have a monument protection; however, their potential as monuments is not being fully exploited. Some buildings are used as office space, tourist shops, or are vacant. The Rehabilitation Project of Historic Landmarks aims to preserve these landmarks and proposes the revitalization of the heritage sites in order to support the local identity and create new sources of income for the people of Montego Bay.

Among the main actions are:

• Design a rehabilitation project of Historic Landmarks in Montego Bay as a PPP mo-del including the local tourism and hotel sector.

• Assess all historical buildings and include buildings from the modernism period.

• Design a strategy for the revitalization of the landmarks; propose new uses for the-se buildings, such as museums or cultural centres. Restore buildings to their original condition and make them enjoyable for the locals and tourists. For example: excavate the Dome and create a little park around it. • Establish a marketing strategy including a heritage walking trail with maps and de-scriptions accompanying the monuments.

• Include communities and schools in the development process in order to strengt-hen local identity.

SUSTAINABLE MOBILITY PROGRAM

An unsustainable and inefficient transport scheme hinders Montegonians from easily reaching jobs, schools, hospitals, recreati-onal activities, beaches, parks, etc. Despi-te being a small city, Montego Bay already suffers large traffic jams, particularly during the morning, midday and evening peak hours in the downtown area. In a lais-sez-faire scenario, this situation would be worse in the future given fixed street space and the projected increase in population size and number of vehicles. Hence, ad-dressing mobility in a sustainable manner is imperative.

Among critical mobility issues are the lack of both a public bus transport network and adequate pedestrian spaces. The local public transportation system consists of route-taxis only, some of which are run illegally. A formal local bus system does not exist. As of January 2014, the Jamai-can Transportation Authority had licensed 2,897 route taxis in Montego Bay, which ply along 81 routes. Most of them have downtown Montego Bay as their desti-


nation, though they can be flagged down when needed and taken to almost any location in the city.

Currently, only two major transportati-on hubs serve the city of Montego Bay. Most of the 2,700 route-taxis complete their routes at the existing Transportation Center (1,348 licensed taxis stop here) and at the Saint Clavers’ Car Park (676 licensed taxis stop here). Many routes, mostly from the northern parts of town, pass through the inner city to get to the existing Transportation Center. Secondary routes have their destination at taxi stands at King Street (248 licenses), Market Street (151 licenses), North Street (138 licenses) and William Street (160 licenses). Willi-am Street, close to the North Gully street market, is a very narrow street and most of the congestion is caused by route-taxis turning left from St. James Street. This taxi stand should be moved to a newly designed, North Transportation Center for the northern city taxi-routes. This should be implemented in order to decongest St. James Street in the downtown area. This, however, requires an in-depth traffic study.

A properly designed public transportation system and the introduction of bus routes to efficiently serve the communities will meaningfully improve the quality of life of

residents by contributing to public order and reducing the congestion in the city. A properly regulated transportation system with environmental standards with regard to both emissions and fuel use could re-duce future air pollution and greenhouse gas emissions from local sources.

SUSTAINABLE MOBILITY MASTER PLAN

The establishment and implementation of a Sustainable Mobility Master Plan will be the foundation of better mobility for Montego Bay’s residents. The objective of this plan’s policies, programs, and actions will be to promote the use of sustainable transport modes (walking, biking, and pub-lic transportation) that reconcile economic, environmental, and social issues, with the result of improving the quality of life of citizens. The vision of this master plan is to decrease individual car and route-taxi traffic in the city and decongest the down-town area in order to improve the quality of public spaces. Decongesting downtown Montego Bay is a precondition to imple-menting the Downtown Walkability Project, which is described in the next section. This is why special attention will be given to the downtown area, to set the pillars of an organized and efficient integrated public transport system, and ensure access to mobility for the entire population, especial-

ly the most vulnerable or the disabled.

National Works Agency (NWA) will con-duct the following activities while de-veloping the Sustainable Mobility Mas-ter Plan:

• Assess transport supply and demand and their interaction, and pinpoint institu-tional, financial, regulatory, and land use issues related to mobility in Montego Bay.

• Carry out an origin-destination analysis and compute a simple Transport Model for Downtown Montego Bay.• Develop a scheme for the spatial reorganization of the current location of the taxis stands and bus stations.

• Organize the licensing of concessionaires through the Transportation Authority. In pa-rallel, seek alternatives in order to reduce taxi licenses on those routes that will be served by buses.

• Subsidize or otherwise incentivize the purchase of fuel-efficient and environ-mentally friendly buses, while creating the appropriate corresponding infrastructure at bus stations.

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Among the more specific actions we define:

• Reorganize/separate route-taxis from other regional buses. The design will si-gnificantly increase customer comfort by including shade from the sun, little restau-rants and an enjoyable open green space.

• Develop a strategy for, design, and im-plement a new Transportation Center (North) for north routes for buses and taxis located on the North Paradise Street and the public parking lots owned by the St. James Parish Council.

• The areas between the Public Library and Post Office and Court House should be designed into a pedestrian and custo-mer-friendly environment with shade, little restaurants and enjoyable open green space.

UPGRADE OF THE DEVELOPMENT ORDER AND TRAINING

Montego Bay’s current land use plan was designed in 1983 and has not been up-dated since. There is, however, a draft ver-sion of the St. James Development Order, which was developed in 2010. This draft is an otherwise very complete document but

there are no partial plans or drawings that envision sustainable spatial development for Montego Bay. The Development Order should be reviewed and updated, ap-plying innovative rules for intelligent spa-tial growth and incorporating the findings of the Disaster Risk and Climate Change Vulnerability Assessment and the Historical and Current Urban Footprint and Future Urban Scenarios study.

Currently, there are only a few people living in formal homes in the downtown area while urban sprawl is rapidly growing past the city’s fringes. The new Development Order should promote a significant popula-tion increase in the city center by changing the existing zoning in the downtown area to mixed-use, which would provide a legal basis for residential use in the city center and encourage higher density develop-ment in already developed areas. At pre-sent, certain zones have maximum density limits according to zoning by use (com-mercial, habitation, etc.). These regulations should be changed to higher, minimum density requirements in order to reduce construction of single-family homes and incentivize more dense multifamily buil-dings. Achieving this will require a more proactive approach to urban planning in the city.

It is urgent that a sustainable urban de-velopment strategy or plan be made within 18 months. The strategy should, ideally, involve all relevant national and local sta-keholders, including local NGOs and civil society in an inclusionary and participato-ry planning process that would positively impact governance in the second city. This strategy/plan could be used in conjunction with the Monitoring System to track pro-gress. The St. James Parish Council and the Ministry of Local Government should lead the proposed activities with the sup-port of national and/or international urban planning experts including an ongoing capacity building/training component.

General considerations to be incorpora-ted into the Development Order are:

• Promote long-term sustainability and a better balance of urban land uses. Design a system of sub-centres with mixed-uses including residential areas, services and public space (increase public space per inhabitant from 6.9 ha/100,000 inhabitants to at least 10 ha/100,000 inhabitants by 2025) along the routes of public transport. • Define a clear settlement boundary around the city identifying forested and agricultural land which can be conserved


and serve as a buffer for new develop-ment. Limit or prohibit development on existing agricultural lands in order to pro-tect valuable soils and ecological functions of farmland.

• In the Delvelopment Order, identify po-tential housing projects within the existing that can address the different needs of the city, while promoting investment in the city, social inclusion and mixed-used develop-ment.

• Identify solutions for low-income families, including the upgrade of informal settle-ments, in accordance with the land use policies of the city. Especially, develop a strategy for addressing high-risk situations in areas such as Coral Gardens, Fairfield and Catherine Mount. If needed, provide relocation assistance to residents already living on steep, unstable hillsides.

• Incorporate disaster risk prevention and management into legal and planning inst-ruments

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Montego Bay // URBAN STRATEGIES FOR A LIVEABLE DOWNTOWN

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