Urban Development Corporation
of
Trinidad and Tobago Ltd
Ministry of Housing and Settlements
Trinidad & Tobago Local Area Plan
Tranche 1 Studies
GREATER PORT OF SPAIN
LOCAL AREA PLAN
GREATER PORT OF SPAIN
MASTER PLAN (DRAFT)
Technical Report
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Halcrow Group (Trinidad and Tobago) Ltd.
133 Sixth Street, Barataria.
Tel: 674-7741 / 674-2911
Fax: 675-1995
Halcrow@tstt.net.tt
Halcrow Group (Trinidad and Tobago) Ltd has prepared this report in
accordance with the instructions of their client, The Urban Development
Corporation of Trinidad and Tobago Ltd., for their sole and specific use.
Any other persons who use any information contained herein do so at their
own risk.
(c) Halcrow Group Limited 2000
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DECEMBER 2000
HALCROW GROUP (TRINIDAD & TOBAGO) LTD.
In association with
THE JOINT CONSULTATIVE COUNCIL
FOR THE CONSTRUCTION INDUSTRY
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Urban Development Corporation of
Trinidad and Tobago Ltd
Ministry of Housing and Settlements
Trinidad & Tobago Local Area Plan
Tranche 1 Studies
GREATER PORT OF SPAIN
LOCAL AREA PLAN
GREATER PORT OF SPAIN
MASTER PLAN (DRAFT)
Executive Summary
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|
|
DECEMBER 2000
HALCROW GROUP (TRINIDAD & TOBAGO) LTD.
In association with
THE JOINT CONSULTATIVE COUNCIL
FOR THE CONSTRUCTION INDUSTRY
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|
| |
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Contents
1 EXECUTIVE SUMMARY 1
1.1 Introduction and Purpose
1
1.2 The Process of Local
Area Planning and Consultation 1
1.3 Study Area 3
1.4 Overall Development Strategy
3
1.5 Socio-Economic Context
4
1.6 Transportation and Infrastructure
4
1.7 Environment and Landscape
6
1.8 Infrastructure 8
1.9 Transportation 9
1.10 Environment and Landscape
11
1.11 Inner Commercial Core (Downtown/
Uptown/ Tranquility/ Newtown) 12
1.12 Outer Zone of Transition
(Woodbrook/ St Clair/ St James) 13
1.13 Housing Consolidation Areas
( Upper Bourne’s Road/ Dundonald Hill/ Dibe/ Maraval Valley/St Ann’s/ Cascade)
14
1.14 Housing Action Areas (East
Port of Spain/ Cocorite) 15
1.15 Special Development Areas
16
LOCAL AREA PLAN FOR PORT OF SPAIN
This draft Local Area Plan for Greater Port of Spain
consists of:
·
a Master Plan and broad land use strategy for the city region for the
period up to 2020; and
·
a Technical Report which identifies the key issues affecting component
parts of the area and recommends a range of proposals for action.
The preparation of the Plan is part of an on-going process of national
and local physical planning which is aimed at updating the current statutory but
out-of-date National Physical Development Plan (NPDP). Its purposes are wide-ranging
and include:
·
providing a basis to guide development
·
helping to increase private sector interest,
and
·
through improving consultation and public
participation mechanisms promote adoption of the plan.
Over the recent past many studies have been carried out on behalf of
the Government: these have identified problems and suggested solutions. However
many of the recommendations have not achieved the desired results: whilst some
areas or sections of the community have benefited, others have stagnated or declined.
The reasons for this under-achievement in planning and
implementation include:
At the Central Government level:
·
Lack of effective mechanisms for reconciling competing demands
for limited public sector funds
At the Municipal Corporation level:
·
Shortage of skills, training programmes and
related resources to play a role in development planning for their areas;
At the Local level:
·
Absence of meaningful public participation
by stakeholders, resident groups and community-based organisations (CBO) in the
planning and implementation (follow-through) of projects affecting their areas;
The
Government has recognised these shortcomings and is now embarking on a programme
of national and local physical planning and consultation which is ultimately
aimed at replacing the NPDP and strengthening institutions and agencies involved
in the process.
The Interim proposals described here will be initially refined through
discussions with the client UDeCOTT and the INPPC.
Following this, further consultations will be held with line Ministries
of central government, other central agencies and the relevant local government
bodies. A public consultation exercise is also proposed. Following feedback
from this process, draft Final and Final Reports and a Master Plan will be produced.
Below a brief review of the study context is given, and then proposals
for action in selected areas are outlined. The key proposals are also highlighted
on the accompanying draft Master Plan.
The study area comprises the whole of the City of Port of Spain Corporation
area and parts of the Regional Corporation areas of Diego Martin to the north
west and San Juan/Laventille to the east. It extends from Cocorite along Western
Main Road around the lower Maraval Valley and St Ann’s/Cascade, to Laventille/Morvant
along the Beetham Highway.
In
planning terms the choice of study area reflects the accessibility and utilities
linkages between the northern ring of hillside communities and residential suburbs,
an outer transitional zone of mixed residential, commercial and recreation/cultural
uses (St. James/Woodbrook and the Savannah) and the inner core of commerce,
business and retailing (Downtown/Uptown).
Although the area is physically constrained between the lower slopes
of the Northern Range and the Gulf of Paria to the south, spontaneous housing
encroachment (of all types) continues on the hillsides, whilst a major waterfront
development is being promoted on reclaimed land in the Gulf.
Apart from these incursions however, and the penetration
of commercial uses into established residential areas such as Woodbrook, potential
for future large-scale growth is mainly along the Beetham corridor eastwards towards
Arima.
The Conceptual Plan proposals prepared for Greater
Port of Spain recognised these constraints and proposed a balanced future growth
strategy, which allowed for some decentralisation from the city and some growth
in the urban corridor to the east.
Building
on the Conceptual Plan approach, the overall development strategy makes planning
recommendations for Environmental Protection, Environmental Action, Housing
Consolidation, Housing Action, Transition Zone, Commercial Core and Special
Development built around transportation infrastructure improvements.
The population of Greater Port of Spain is estimated at 130,000 in some
40,000 households (average household size 3.3); Port of Spain city comprises 40-45,000
population, which has been decreasing over time, but which has also seen an increase
in the number of households. Study estimates suggest there may be land for only
6,000 more households over the plan period.
About 110,000 jobs are found in the study area, 25% of the national
total; 80% are located in Port of Spain city and a half in Downtown/Uptown; the
trend suggests a shift to outer locations, and within it, from Downtown to Uptown.
Future jobs are proposed in the Waterfront development, on some major central
area sites currently vacant, and to a lesser extent in adjacent mixed-use areas.
If
the study area were to retain its share of the national total, some 39,000 new
jobs would be needed; given the likely limits on future labour supply in Greater
Port of Spain, this implies a net inflow of some 33,000 additional journey to
work movements in the long term.
1.6.1
Transportation
The transport system of Port of Spain is highway–based: five years ago
just over 200,000 people were estimated to be travelling into the city area each
day, with about 40,000 in the peak hour. About 50% of these commuters used public
transport.
Since then, private vehicle registrations have been growing at between
5-7% per annum, following lifting of restrictions on the import of second-hand
foreign cars.
As a consequence 500,000 people may now be travelling
into and out of Port of Spain each day, equivalent to about 100,000 car trips
and some 20,000 public transport trips, with corresponding parking, walking and
transfer requirements.
The Port Authority complex accommodates ocean-going,
coastal, ferry and fishing vessels and is the major public cargo and passenger
port of the country. It is vital to the nation’s economy; it handles nearly all
international cargoes and is an important destination for short-stay cruise ship
visitors.
Although port activities do not contribute significantly
to the journey to work demands outlined above, the transport (including pedestrian/visitor),
economic and social (employment) linkages are such that integration of future
planning, particularly with the central business core around Independence Square
is essential.
If
the current rate of vehicle ownership and traffic growth continues, as prosperity
and incomes rise and vehicle occupancies fall, there could be a demand for about
70% in new highway capacity to cater for commuting over the next decade and
a doubling of traffic volumes over the next fifteen years.
1.6.2
Infrastructure and Utilities
Some communities in the upper hillsides suffer from
poor water supply but in the main, the study area is well served by a robust distribution
system.
Flooding
occurs where drainage gradients change, particularly at or near sea level; development
on steep slopes upstream exacerbates flooding problems as debris and sediment
is removed and deposited lower down.
Drainage policies contribute to maintenance problems
due to requirements for flood detention ponds to offset increased/accelerated
run-off in new developments, which ignore area-wide needs.
Sewage drains to the Beetham STW: many households not
connected to this system are sited on steep slopes where use of septic tanks,
pit latrines and cesspits contributes to public health hazards.
Solid waste is collected and disposed to the Beetham
landfill site; poorly accessed areas tend to be infrequently served creating localised
health hazards, whilst the design and management of the landfill site is itself
creating environmental health problems.
Electricity distribution and natural gas supply along
major corridors are likely to meet foreseeable needs.
A combination of deforestation and expansion of
built development up the hillside slopes (both formal and informal housing) has
lead to increased water run-off, which contributes to soil erosion, localised
flooding downstream and environmental degradation.
Some agricultural practices such as slash and burn increase
the incidence of fire and fire climax vegetation, whilst construction of sub-standard
housing also contributes to health and safety hazards, all of which exacerbate
the problems.
Pressures continue for housing development in these areas, due to physical
constraints elsewhere. As a consequence there is difficulty in enforcing policy,
which seeks to restrict development in unsuitable and environmentally sensitive
sites.
The
Savannah is the green heart of the city, but is also the focus of a number of
conflicting uses and expectations, including the internationally important Carnival
activities.
Built development pressures are constantly a threat
around the fringe; these are being exacerbated by rising traffic volumes, especially
around the north and eastern sides, which act as conduits from Maraval, St Anns/Cascade
and Belmont/Lady Young Road into the commercial core, as well as from areas further
to the west.
Also on the fringes are the Magnificent Seven, other
national heritage buildings, the Zoo and Botanical Gardens, whose settings are
enhanced by the Savannah but whose townscape character is in constant danger of
being adversely affected by the above conflicts.
The Savannah’s future is a difficult issue but
environmental degradation is apparent; the situation is likely to worsen with
predicted increases in traffic volumes and related impacts of air and noise pollution,
severance and safety (vehicle/pedestrian crossing hazards); these varied pressures
result in part from the complex management and administration/ownership structure
of the Savannah, which is fragmented.
KEY PROPOSALS
1) Undertake
study of water leakage, detection and remediation throughout the study area.
Link with proposals for increasing water storage capacity in northern hillsides
(e.g. Maraval, Dundonald)
2) Priority for public sector funding should be accorded to sewerage system
improvements: installation of water supply systems in communities should be facilitated
through self-help programmes.
3) Prepare catchment-wide structure plan for drainage for phased completion/contribution
by developers: a key aspect will be requirements for low-lying areas at South
Quay/Independence Square in relation to the proposed Waterfront Development.
4) Institute pilot projects and public awareness programmes to improve
sewage disposal arrangements in Housing Action Areas (e.g. Laventille/Morvant);
these programmes should be linked with similar initiatives aimed at improving
solid waste disposal and surface water drain maintenance.
5) Carry out detailed feasibility study on options for redeveloping the
Beetham Landfill site, including low tech/high tech solutions and site remediation/after-use
possibilities; these to be integrated with other transport/development proposals
for the Beetham corridor.
1) Adapt and integrate recommendations from previous studies to include:
·
Designation of a Controlled Parking and Traffic Management Zone
(CPMZ) within (eventual) City Loop Road , and initially focused on Downtown/Uptown
(commercial core);
·
Within this zone, priority for pedestrians and
public transport services, linked to townscape improvements and pedestrian/mobility-impaired
priority schemes with pilot projects on Independence Square and Frederick Street;
·
Identification and provision of new major surface and multi-storey
secure car parks and/or park and ride on and adjacent to edge of CPMZ and City
Gateway sites, financed through linked commercial developments e.g. retail/leisure;
locations could include dual use of Hasely Crawford stadium parking lot;
·
Introduction of central area low-floor hoppa-bus
services, to link CPMZ car parks, public transit hubs and central City Gateway
sites including Waterfront/ferry/cruise ship-tourist complex;
2) Identification of City Gateways at key sites on entry to Ring Road;
these could include private-sector funded cultural/heritage themes linked with
commercial development and/or advertising rights; sites could include Cocorite/Western
Main Road, Hasely Crawford Stadium area, Saddle Road (NW) and Lady Young Road
(NE) Savannah, Wrightson Road/Independence Square/Lighthouse (‘Blue Lung’ site)
and Beetham Highway Flyovers at Port of Spain east boundary and Barataria.
3) Phased implementation of Central Area Loop Road (around commercial
core/transition zone) to include western (alternatives from Mucarapo Road in south
west towards St Clair/Saddle road in north west), southern (new Waterfront Development
road) and eastern (Piccadilly Street) bypasses.
4) Identification
and detailed Transport Action Plans and priority proposals for stress and opportunity
areas including:
·
Action Area 1; Independence Square/Waterfront/Downtown (Re-assessment
of waterfront highway improvement proposals to review possibilities for grade
separated scheme at Wrightson Road to enhance linkages/townscape between Independence
Square/ Waterfront/cruise ship complex;
·
Action Area 2: Lower Maraval Valley Road/Saddle
Road/NW Savannah (linked with Gateway site, and environmental management) ;
·
Action Area 3: Lady Young Road/Belmont Road/Queens
Park East/ NE Savannah (linked with Gateway site, parking/park and ride and environmental
management);
·
Action Area 4: Beetham Transport Corridor (highway/public
mass transit corridor) linked with land-extensive/transit-intensive uses to include
high density residential, manufacturing/light industrial, storage and distribution
and leisure/recreation uses);
5)
Detailed Feasibility study of long term potential
for LRT/mass transit system initially serving Beetham Corridor and Waterfront
/Downtown linked to above, to cater for commuters, shoppers and tourists and complementing
existing transit services.
1) Community self-help programmes should be instituted including training,
to implement revegetation of hillside slopes using commercially viable species;
community involvement would include replanting and selected harvesting of crops/trees.
Community to gain income from produce.
2) Clarification and designation of Environmental Protection Areas to
focus on water conservation and drainage catchments and including policies and
enforcement to protect water sources from development; restrict and reduce access
to virgin forest areas.
3) Environmental Protection Areas to also allow for revegetation and
reforestation activities, and to integrate with plans for eco-tourism opportunities,
including nature trails, through public/private sector partnerships. As part
of this process, instigate education programmes on protection of environment and
links between flooding /drainage problems and deforestation.
4) Designate the Savannah as an Environmental Action Area for priority
actions focussing on the formulation of an Integrated Zone Management Strategy
incorporating: Heritage/Cultural zone, Passive Recreation zone/s, Active Recreation
zone/s, Vending zone/s and Special Events zone.
5) Key actions would include the following: (i) immediate moratorium on
new development; (ii) rationalization of management and administration of all
areas incorporating public consultation/ referendum on future of Savannah, (iii)
development of vision/ approach emphasis; (iv) identification of management strategy
and development programmes; (v) identification of funding sources for programmes
and (vi) implementation of management and development programmes.
1. Retailing:
For specific sites/areas draw up design briefs, including relaxation of
development control restrictions, to encourage new retailing: higher rise around
Independence Square and west of Richmond Street; relocation of some retailing
activities from Central Market to George Street/South Quay and including identification/provision
for new vending sites.
2. Commercial: Promote incubator office development in Downtown/Uptown to relieve
pressure on Woodbrook; enforce restrictions on new low rise commercial development
in Uptown; protect edge of Savannah from over –development (in association with
landscape/environmental management schemes above).
3. Housing:
Encourage housing in area east of George Street, possibly as part of ‘old
city quarter’ revitalisation project; promote high density/low rise residential
in Uptown; selectively increase densities/relax controls on building heights and
multiple-occupancy accommodation.
4. Townscape:
Designate Heritage Conservation areas including Woodford Square, Victoria
Square; provide design/development guidance for above Areas and integrate with
streetscape improvements and identify cultural focus in Uptown, by establishing
Private/Public Sector/Community Improvement Areas, initially to focus on National
Museum site/Queens Park West.
5. Enhance pedestrian, visual and economic linkages by creating pedestrian
priority route along Independence Square to Waterfront development and cruise
ship complex by providing fixed crossing at Wrightson Road City Gateway site;
improve/sustain ‘Blue Lung’ visual gateway to Savannah at Lighthouse by creating
pedestrian priority routes/focus along Frederick Street.
6. Traffic:
Introduction of road hierarchy, controlled parking zone/ traffic management
including on-street parking restriction/ enforcement, pedestrian priority/pedestrianisation
schemes (see transportation proposals above).
1. Designation of Heritage Conservation Areas associated with provision
of design guidance; protection and consolidation of character and density of housing
in residential areas; enforcement of planning policies and restrictions on change
of use especially to commercial uses;
2. Some residential
densification permitted in certain locations, to be closely related to above
guidance;
3. Identification of mixed-use commercial/housing areas incorporating
re-development of overheated blocks and identification of sites/area where incubator
businesses should be encouraged to locate.
4. Improve streetscape/ease of pedestrian movement; create communal parking
areas/better use of road space in commercialised sites through planning negotiations/public-private
partnerships;
1. For existing
and new/redevelopment sites on flat land, drainage reconstruction and maintenance
programmes are required, construction of detention ponds in key locations should
be identified as part of a catchment-wide drainage structure plan; developers
would ‘buy-in’ to the plan as part of the planning negotiation process;
2. In some of these flatter, valley-floor locations consideration should
be given to permitting higher density housing incorporating community and associated
local retail uses, to reduce pressures on hillsides, consistent with infrastructure,
traffic and environmental sustainability.
3. On hillsides/steeper slopes, squatter/spontaneous housing and site
regularisation programmes should continue including local sewage disposal action
areas and community self-help water supply schemes, alongside training and public
awareness programmes;
4. In these areas, increased application and enforcement of current planning
regulations and restrictions on non-residential use should be sustained; programmes
to encourage voluntary relocation of residents from unsafe and dangerous dwellings
should be identified.
5. Preparation of appropriate landscaping, conservation and engineering/construction
practices should be instituted to promote best practice guidelines and balance
conflicts between hillside development and environmental protection policies;
new settlers to be encouraged/trained to participate in small-scale infrastructure
e.g. water supply projects.
1. For these areas to be re-vitalised, community- based rejuvenation and
regeneration programmes have to be initiated: the process will involve active
and sustained community and public participation. These areas also contain special
character and historic interest; consideration should be given to facilitating
the growth and expansion of a cultural focus – for example in parts of Belmont
and Laventille.
2. Project implementation will focus on incremental upgrading and rehabilitation
of infrastructure and land regularisation/security of tenure agreements; (at Cocorite,
East Dry River, Laventille/Morvant).
3. These programmes should be accompanied by provision/ upgrading of community
facilities such as health, education, recreation; in key sites hillside architectural
renovation and re-design should be encouraged; transport network improvements
and public transport routings and services will also need to be improved.
4. Employment-generating activities particularly using local labour in
infrastructure upgrading projects and located close to homes is a key principle;
this could be particularly effective in parts of Belmont, East Dry River and along
the Beetham Corridor, where transport linkages exist: under-used sites could be
transferred to mixed housing and employment/industrial use.
5. In other
areas which are under pressure for redevelopment because of their proximity to
the central core (East Dry River/ along Eastern Main Road) or because location
and critical mass of housing problems have become so acute that more concerted
action on a wider scale is required, Priority Housing Action Areas need to be
identified. The objective would be to target and harness private and public sector
investment partnerships for significant housing renewal programmes (to include
tax incentives, grants, low interest loans) as part of integrated and longer term
processes.
1.15.1
Beetham Corridor
1. This corridor
is one of the most accessible areas of the country in terms of highways and public
transport. At its western end in the central core, port cargo, ferry and cruise
ship linkages are also present. The corridor lends itself to the location of
transport-intensive, land-extensive uses including storage/ distribution/warehousing
and mixed high rise residential and employment–generators such as manufacturing/light
industries.
2. Although currently the area houses major utility plants, in terns of
appropriate transport-related uses, these could also include sports complexes
and multiplex cinemas which generate peak demand outside commuting periods; for
some of these uses, employment opportunities would be generated for residents
living in the south part of Laventille/Morvant.
3. Proposals for a new Waste Transfer Station and site and upgrade of
Sewerage Treatment Works in conjunction with drainage proposals/structure plan
should be followed up in relation to the above; the after-use of remediated land
for car-parking/park and ride or similar beneficial uses e.g. recreational/parks
should be examined.
4. New City
Gateway sites have been identified on the Highway at the entrance to Port of Spain,
and at the Barataria Flyover ; these could take the form of cultural or heritage
themes/structures within structure landscape/maintenance schemes, funded through
e.g. advertising; subject to more detailed study these sites could also incorporate
parking/ park and ride provision in connection with public mass transit proposals
and related to these, commercial/retail uses to provide funding;
1.15.2
Waterfront Development
1. The long-term
future of this area is an extension to the Port of Spain CBD, linked to the area
abutting Wrightson Road, on the north as far as Richmond Street. The main project
proposal here is the Port of Spain Conference Centre. The properties along Wrightson
Road should be re-allocated for higher order uses after removal of the existing
activities.
2. The General
Post Office will be removed and a decision is required by the State with respect
to the Central Police Station (this property is now vacated) and the Fire Services
Headquarters. The SWWTU Hall and the use of land parcel to the West can also
be relocated as part of integrated proposals.
3. These proposals
will be linked with improvements to Wrightson Road and its junctions in the vicinity,
and to the formation of a new highway to serve the development. The latter will
eventually form the southern leg of the city centre loop road, when the existing
Wrightson Road will be re-focused on local traffic movements and improved public
transport services and facilities. These improvements will include express bus
lanes during peak periods and in the longer term, a mass transit/LRT facility.
4. The land use proposals target expansion of the developable area in the port
complex by reclaiming land from the Gulf. The proposals for mixed cultural,
residential, commercial and leisure uses also provide for future port uses as
well as accessing the proposed Convention Centre, the Cruise ships terminal
and the main inland transport nodes, including mass transit and city loop road.
5. The Sea Lots area to the south east is a public sector project involving
mainly community-related elements. It will bring social and community benefits
that can be assessed in terms of community upgrading and improved standards
of living.
6. On the eastern bank of the St. Anns River, a reasonable solution is for
the community settlement to be regularized and up-graded in-situ. This area
can also be expanded by reclamation to accommodate the squatters located west
of the river (Katanga); the area would thus be freed up to allow for expansion.
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