BL-T018 Belize City Master Plan – Volume I

Transcription

BL-T018 Belize City Master Plan
Volume I Urban Development Plan
Final Report
March 2012
Created by
of Japan in association with
of Belize
Technical Cooperation
Financed by IDB under
Japanese Trust Fund
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BL-T018 Belize City Master Plan – Volume I Urban Development Plan
2012
Acronyms and Abbreviations
AADT
Annual Average Daily Traffic
BCC
Belize City Council
BZCMP
Belize City Master Plan
BZD
Belize Dollar
BTB
Belize Tourism Board
CBA
Central Building Authority
CC
City Council
CPZ
Controlled Parking Zone
DE
Diesel Emissions
DOE
Department of the Environment
ENSO
El Nino-Southern Oscillation
EMP
Environmental Management Plan
FRH
Functional Road Hierarchy
GDP
Gross Domestic Product
IDB
Inter-American Development Bank
LUA
Land Use Authority
LBA
Local Building Authority
MICE
Meeting, Incentive, Conference, and Exhibition
MSL
Mean Seal Level
MSW
Municipal Solid Wastes
NICH
National Institute of Culture and History
NLUP
National Land Use Policy
NGO
Non-Governmental Organization
NSTMP
National Sustainable Tourism Master Plan
PGIA
Philip S.W. Goldson International Airport
SWMA
Solid Waste Management Authority
STP
Sustainable Tourism Program
TOD
Transit-Oriented Development
UNDP
United Nations Development Program
UDP
Urban Development Plan
VOC
Volatile Organic Compound
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VOLUME I
2012
URBAN DEVELOPMENT PLAN
SECTION 1
INTRODUCTION............................................................................................................ 9
1A. Structure of Master Plan Report ............................................................................................................ 9
1B. City Profile ......................................................................................................................................... 10
1B1. About Belize City ....................................................................................................................... 10
1B2. Demographic Profile ................................................................................................................... 10
1B3. Economic Base ........................................................................................................................... 10
1B4. Regional Context and Competitiveness ....................................................................................... 10
1C. Background of Urban Planning in Belize ............................................................................................. 11
1D. Principles for Urban Development ...................................................................................................... 11
1E. Objectives of the Master Plan for Belize City ...................................................................................... 12
1F. Scope of the Master Plan ..................................................................................................................... 12
SECTION 2
EXISTING SITUATION & ISSUES FOR URBAN PLANNING ................................ 14
2A. Assessment of Urban Infrastructure and Environment ......................................................................... 14
2A1. Settlement Pattern and Spatial Structure ...................................................................................... 14
2A2. Development Trends ................................................................................................................... 14
2A3. Land Use and Housing ................................................................................................................ 15
2A4. Urban Poverty ............................................................................................................................. 16
2A5. Services Challenges .................................................................................................................... 17
2A6. Social Challenges ........................................................................................................................ 17
2A7. Road Network and Transport....................................................................................................... 18
2A8. Water Supply and Sewerage ........................................................................................................ 22
2A9. Tourism ...................................................................................................................................... 24
2A10.
Cultural Urban Heritage ....................................................................................................... 29
2A11.
Environmental Issues ........................................................................................................... 31
2B. Institutional Frameworks and Governance ........................................................................................... 35
2B1. Institutional Challenges to Master Plan Implementation .............................................................. 35
2B2. Financial Challenges ................................................................................................................... 40
2C. Summary of Strengths, Challenges and Opportunities for Belize City .................................................. 41
2C1. City Strengths ............................................................................................................................. 41
2C2. Weaknesses and Challenges for Urban Planning .......................................................................... 41
2C3. Opportunities and Threats ........................................................................................................... 41
SECTION 3
URBAN DEVELOPMENT FOR GREATER BELIZE CITY ..................................... 42
3A. Vision for Greater Belize City ............................................................................................................. 42
3B. Approach to Achieving the Vision....................................................................................................... 43
3C. Over-arching Themes .......................................................................................................................... 43
3C1. Facilitating Economic Growth ..................................................................................................... 43
3C2. Improving City Safety and Security ............................................................................................. 52
3C3. Achieving a High Quality Environment ....................................................................................... 60
3D. Development Scenarios for Greater Belize City ................................................................................... 64
3E. Recommended Development Scenario for Greater Belize City ............................................................ 64
3E1. Macro Strategies to Implement Recommended Scenario .............................................................. 68
3E2. Anticipated Benefits of Recommended Scenario ......................................................................... 70
3E3. Development Priorities ................................................................................................................ 70
3F. Waterfront Sub-Strategy for Greater Belize City ................................................................................. 72
3G. Mobility Strategy for Greater Belize City ............................................................................................ 73
3G1. Objectives of Mobility Strategy for Greater Belize ...................................................................... 73
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3G2. Transport Development Priorities ................................................................................................ 73
3G3. Mobility at Metropolitan City Level ............................................................................................ 74
3G4. Environmental Management Plan ................................................................................................ 80
SECTION 4
URBAN REVITALIZATION PLAN FOR DOWNTOWN BELIZE CITY ............... 86
4A. Sub Sector Strategy ............................................................................................................................. 86
4A1. Land Development Strategy ........................................................................................................ 86
4A2. Mobility Strategy and Plan .......................................................................................................... 89
4A3. Tourism Strategy and Plan .......................................................................................................... 96
SECTION 5
PRIORITY URBAN ENSEMBLES ............................................................................ 108
5A. Overview of Areas Selected for Priority Development ....................................................................... 108
5A1. Collet Canal Ensemble .............................................................................................................. 109
5A2. Chetumal Street Ensemble ........................................................................................................ 109
5A3. Haulover Creek Ensemble (Mule Park, Swing Bridge, Riverfront)............................................. 114
5A4. Seaport Ensemble...................................................................................................................... 117
5A5. Yarborough Ensemble ............................................................................................................... 119
SECTION 6
STRATEGY FOR HERITAGE TRUST ..................................................................... 122
6A. Objectives ......................................................................................................................................... 122
6B. Heritage Trust Act and Protection Strategy ........................................................................................ 122
6B1. Potential Structure for Heritage Trust Act .................................................................................. 122
6B2. Main Functions and Priorities of the Heritage Trust Act ............................................................ 123
6B3. Trust Organizational Structure................................................................................................... 124
6B4. Heritage Trust Recommendations .............................................................................................. 126
6B5. Suggested Next Steps for Heritage Trust ................................................................................... 126
6C. Heritage Database for Historic Housing ............................................................................................ 127
6C1. Establishment of a Database ...................................................................................................... 127
6C2. Heritage Building Survey and Classification.............................................................................. 127
6C3. Integration of Database with Protection Strategy ....................................................................... 128
SECTION 7
IMPLEMENTATION PLAN ...................................................................................... 130
7A. Action and Investment Plans ............................................................................................................. 130
7A1. Sub Sector Strategy Investment Plan ......................................................................................... 130
7A2. Urban Ensemble Investment Plan .............................................................................................. 132
7B. Institutional Strategy to Implement the Master Plan........................................................................... 135
7B1. Ownership of the Master Plan ................................................................................................... 135
7B2. Implementation Framework ...................................................................................................... 135
7B3. Capacity Building Program ....................................................................................................... 136
7B4. Implementation of a Zoning Plan............................................................................................... 136
7B5. Financing .................................................................................................................................. 137
7B6. Summary of Institutional Plan to Implement the Master Plan ..................................................... 138
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Appendix A
Appendix A1
Appendix A2:
Appendix A3
Appendix A4
Appendix A5
Appendix A6
Appendix A7
Appendix A8
Appendix B
Appendix B1
Appendix B2
Appendix B3
Appendix B4
Appendix B5
Appendix C
Appendix C1
Appendix C2
Appendix C3
2012
Existing Situation Plans
Figure: Belize City’s Blue-Green Networks
Figure: Belize City’s Transportation Hubs
Figure: Belize City’s Wetland Locations
Figure: Belize City’s Cultural Assets
Figure: Belize City’s Key Monuments
Figure: Belize City’s Levee Locations
Figure: Belize City’s Sea and Airports
Figure: Belize City’s Urban Spaces
Heritage Data
Heritage Database Methodology
Protection Categories Map
Height Regulation Map
Site Coverage Map
Schedule of Protected Buildings (sample)
Investment Plan Project Profiles
Urban Heritage (summary sheets UH-01 to UH-02)
Urban Transport (summary sheets UT-01 to UT-19)
Urban Tourism (summary sheets TM-01 to TM-02)
List of Figures
Figure 1-1 Structure of Belize City Master Plan Report ............................................................................9
Figure 1-2 Urban Planning Tiers within the Master Plan of Belize City .................................................. 12
Figure 2-1 Belize City Development ..................................................................................................... 14
Figure 2-2 Moving Belt of Poverty & Squatter Formation ..................................................................... 15
Figure 2-3 Key Roads and Features of Belize Transport Network .......................................................... 18
Figure 2-4 Classification of Visitors to Belize City................................................................................. 25
Figure 2-5 Inbound Tourists from 2000 to 2009 ..................................................................................... 25
Figure 2-6 Seasonality of Tourist Arrival ............................................................................................... 25
Figure 2-7 Balancing Weaknesses & Strengths of Belize City ................................................................ 41
Figure 3-1 Leveraging Belize City’s Assets ............................................................................................ 42
Figure 3-2 Master Plan Approach to Belize City .................................................................................... 43
Figure 3-3 Multi-functional Eco-infrastructure ....................................................................................... 56
Figure 3-4 Natural Structures Under-pinning the Greater Belize City Strategy ........................................ 58
Figure 3-5 Concentration in Belize City including the Chetumal Area .................................................... 66
Figure 3-6 Development of a New Town along the Ladyville-8 miles Axis ............................................ 67
Figure 3-7 Strategies and Development Priorities at the Macro Level ..................................................... 68
Figure 3-8 Conceptual Highway Link from Western Highway to International Airport Area .................. 74
Figure 3-9 Mobility Improvement Strategies at Metropolitan City Level ................................................ 75
Figure 3-10 Vehicle Turning Survey, Freetown Roundabout , April 2011 ............................................... 76
Figure 3-11 Improved Connectivity among City Areas ........................................................................... 77
Figure 3-12 Typical Boulevard Design ................................................................................................... 78
Figure 3-13 Protected Areas near Belize City ......................................................................................... 81
Figure 3-14 Coastal Protection Infrastructure Required for a 1-2m Sea Level Rise Scenario ................... 83
Figure 4-1 Extending the Functional Area Belize City’s Downtown ....................................................... 86
Figure 4-2 Conceptual Revitalization of Albert Street with Pedestrians, Water, and Landscape .............. 87
Figure 4-3 Walking Perimeter from Collet Bus Terminal/Interchange .................................................... 90
Figure 4-4 Northern Highway Bus Stop Improvement ............................................................................ 92
Figure 4-5 Conceptual Extension and Cover of Narrow Sidewalks in Commercial District ..................... 93
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Figure 4-6 Cycle Bypass at Road Hump ................................................................................................ 93
Figure 4-7 Boulevard Design ................................................................................................................. 94
Figure 4-8 Freetown Roundabout ........................................................................................................... 96
Figure 4-9 Roundabout Wet Park Design ............................................................................................... 96
Figure 4-10 Illustrated Concept of Urban Museum ................................................................................. 98
Figure 4-11 Illustrated Concept of Trails for Urban Museum ............................................................... 100
Figure 4-12 Example of Information Panel in Bosnia Herzegovina ....................................................... 101
Figure 4-13 “Freedom Trail” in Boston M.A. (marked by red paint directly on the road) ...................... 101
Figure 4-14 Example of paper map of city trail by bus, Nagasaki city, Japan ........................................ 101
Figure 5-1 Master Plan Urban Ensembles............................................................................................. 108
Figure 5-2 Chetumal Street Area .......................................................................................................... 110
Figure 5-3 Chetumal Street New Settlement Concept ........................................................................... 111
Figure 5-4 Chetumal Ensemble - Water Circulation Concept ................................................................ 112
Figure 5-5 Wooden Houses with London Bridge Designs in Greater Belize City .................................. 112
Figure 5-6 Transforming Existing Designs into Energy Efficient and ................................................... 113
Figure 5-7 Dynamically Adapting to Seasonal Environmental Conditions ............................................ 113
Figure 5-8 Haulover Creek Ensemble................................................................................................... 114
Figure 5-9 Riverfront Development in Haulover Ensemble .................................................................. 115
Figure 5-10 Mule Park City Council Building ...................................................................................... 116
Figure 5-11 Courtyard Arrangement for Artisan Plazas ........................................................................ 116
Figure 5-12 Courthouse Area ............................................................................................................... 117
Figure 5-13 New Cruise Terminal at Belize City Seaport ..................................................................... 119
Figure 5-14 Yarborough Development ................................................................................................. 120
Figure 5-12 Yarborough Development (Phase 2) .................................................................................. 121
Figure 6-1 Framework for Heritage Trust Board .................................................................................. 125
Figure 6-2 Heritage Map with Listed Buildings of Significance ............................................................ 127
Figure 6-3 Building Categories ............................................................................................................ 128
List of Tables
Table 2-1 Population Change between 1980 and 2010 ............................................................................ 15
Table 2-2 Summary of Issues for Transport in Belize City...................................................................... 19
Table 2-3 Significant Past & On-going Projects and Initiatives ............................................................... 20
Table 2-4 SWOT Analysis of Belize City Tourism ................................................................................. 26
Table 2-5 Belize City Development & Mangrove Forest Area ................................................................ 32
Table 2-6 Stakeholder Capacity Assessment – Strength of Influence ...................................................... 36
Table 3-1 Proposed Road Hierarchy for Belize City ............................................................................... 79
Table 3-2 Environmental Management Program Activities ..................................................................... 85
Table 4-1 Bus Interchange Design Principles ......................................................................................... 91
Table 4-2 Strategic Components for Urban Tourism Development ......................................................... 96
Table 4-3 NSTP2030 and Strategic Components of Belize City Tourism................................................ 97
Table 4-4 Examples of Potential Satellites.............................................................................................. 99
Table 4-5 Definition of MICE Elements ............................................................................................... 102
Table 4-6 List of Existing Events in Belize City ................................................................................... 103
Table 4-7 Categories of Inter-Communication Tourism ........................................................................ 104
Table 4-8 Examples of Cultural and Experiential Tour Programs ......................................................... 105
Table 7-1 Summary of Overall Belize City Investment Plan ................................................................. 130
Table 7-2 Urban Planning Sector Investment Plan ................................................................................ 130
Table 7-3 Urban Transport Sector Investment Plan .............................................................................. 131
Table 7-4 Urban Tourism Sector Investment Plan ................................................................................ 132
Table 7-5 Collet Canal Investment Plan ............................................................................................... 132
Table 7-5 Chetumal Street Investment Plan .......................................................................................... 132
Table 7-7 Sea Port Investment Plan ...................................................................................................... 133
Table 7-8 Yarborough Investment Plan ................................................................................................ 133
Table 7-9 Haulover Creek Investment Plan .......................................................................................... 134
Table 7-10 Summary of ‘Priority’ Projects (only) for Belize City ......................................................... 135
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VOLUME II
2012
COLLET CANAL URBAN ENSEMBLE
Report 1: Proposed Key Investment - Collect Canal Study Area
General Vision......................................................................................................................................... 4
Collet Canal Study Area .......................................................................................................................... 4
Key Project Location Site Analysis .......................................................................................................... 5
Particulars of the Collet Canal Project ...................................................................................................... 9
Key Proposals ........................................................................................................................................ 11
Workshop Observations ......................................................................................................................... 21
Complementary Project Proposals .......................................................................................................... 22
Report 2: Pre-Feasibility Study
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Purpose of Report and Methodology ................................................................................................. 1
Project Background .......................................................................................................................... 5
Collet Canal Study Area - Existing Conditions ................................................................................. 9
Collet Canal Proposed Development Framework ............................................................................ 17
Collet Canal Streetscape Pedestrian Boulevard ............................................................................... 19
Farmers’ Market & Transit Terminal Concepts ............................................................................... 31
Fishermen’s Market & Water Taxi Terminal Concepts ................................................................... 53
Expected Community Benefits ....................................................................................................... 79
Capital Costs Analysis .................................................................................................................... 89
Preliminary Risk Analysis .............................................................................................................. 93
Implementation .............................................................................................................................. 99
Recommendations ........................................................................................................................ 105
Appendices .................................................................................................................................. 111
VOLUME III MASTER PLAN ANNEXES
Annex 1:
Assessment of Urban Development Scenarios for Belize City
Annex 2:
Existing Issues of Belize City’s Historical Development
Annex 3:
Existing Issues of Transport in Belize City
Annex 4:
Existing Issues of Water Supply and Sewerage in Belize City
Annex 5:
Existing Issues of Tourism in Belize City
Annex 6:
Existing Issues of Heritage in Belize City
Annex 7:
Existing Issues of Environment in Belize City
Annex 8:
Issues of Flood Mitigation and Drainage in Belize City
Annex 9:
Mixed Land and Amenity Development in Belize City
Annex 10: Belize City Waterfronts Strategy
Annex 11: Plan for Heritage Trust
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Preamble
In recent years, Belize City has improved its infrastructure and several efforts have been directed to
develop and upgrade the downtown area. Nevertheless, in order to better coordinate the actions that
national and local institutions are undertaking, it is necessary to develop specific instruments, such as an
urban development plan of the area and an urban rehabilitation program. That is particularly necessary
considering its valuable urban heritage and natural landscape, which represents an attraction for tourists
and residents generating income and employment for a vast sector of the population. As with most
historic urban areas, these elements are tied by a delicate balance that is being affected by the pressure of
tourism and urban growth. Moreover, the majority of the colonial buildings need to be restored and
protected against damage by fire, hurricanes, and climate change.
Conscious of this situation, the Government of Belize is exploring new initiatives and instruments.
Among them, an innovative proposal for the establishment of a Heritage Trust that can finance the
maintenance of buildings and the provision of services in the downtown area. The Government of Belize
has expressed its intention to transform Belize City into a memorable destination, focusing specifically on
cleanliness, entertainment, safety, aesthetics, zoning, transportation, retail shopping, and heritage
development.
The Inter-American Development Bank (IDB) is supporting Belize’s efforts by working closely with the
government and the city authorities in the formulation and implementation of national and local
development strategies and programs. 1 In this context, Belize City has been identified by the Government
of Belize as a priority area of intervention. Accordingly, IDB allocated Japan-tied financing to the
preparation of this Master Plan for urban development of Belize City aimed at the rehabilitation and
socio-economic development, focusing particularly on the preservation of its urban heritage.
The preparation of the Master Plan was executed in coordination with IDB, the local government, the
Belize City Council, and the community through a participatory consulting process that began in
September 2010. The consultation process involved various stakeholders throughout the city, including
private business owners, representatives of community-based groups, entities from the city’s political
planning processes, and local citizens. Data was gathered through interviews, planning exercises, and
preliminary land-use surveys. In addition, a preliminary urban heritage database was developed to create
an index of the city’s significant historic buildings and public spaces.
Acknowledgements
This Master Plan for Belize City was developed under the direction and guidance of Mr. Arcindo Santos
of IADB. Special thanks are given to Mr. Abil Castaneda of the Ministry of Tourism, Civil Aviation and
Culture of Belize as Project Liaison Officer, whose constant efforts helped to realize this Master Plan.
The project team is indebted to the various stakeholders, who offered valuable information toward the
development of the Master Plan. We would also like to thank University of Belize, Faculty of
Architecture and Engineering, and Faculty of Management and Social Sciences.
PADECO’s international project consulting team was led by Mr. Carlos Betancourth and included
Messrs. Christopher Rose, Rafael Fontes, Hideo Sakamoto, Carlos Salazar, Paul Schuttenbelt, and Ms.
Caroline Tien. Support was provided by a iE’s local team led by Mr. Daniel Arguelles as Deputy Team
Leader and included Jose Garcia, Adele Sanchez-Catzim, Melissa Sosa, and Luvi Valdez.
1
In particular, the Bank has approved, in November 2008, a loan for the implementation of the Sustainable Tourism Project
(BL-L1003). This Project contemplates the financing of infrastructure investment and other activities in key geographic areas
previously identified by the Government of Belize.
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SECTION 1
2012
INTRODUCTION
1A. Structure of Master Plan Report
The Master Plan for Belize City is structured into a Summary and three main Volumes as listed:




Executive Summary
Volume I:
Urban Development Plan
Volume II: Collet Canal Urban Ensemble
Volume III: Annexes
Volume I Urban Development Plan contains seven (7) sections. Following the introduction, Section 2
‘Existing Situation and Issues for Urban Planning’ provides a summary of the current issues facing urban
planning in Belize City from various sub sector perspectives. This brief overview is supplemented by the
Annexes of Volume III which contain full diagnostic reports. Section 3 ‘Urban Development for Greater
Belize City’ describes the goals and development principles at the macro development scale or tier of the
expanded city area. Alternative development scenarios are discussed and the recommended strategy is
described. It is this recommended strategy that anchors the overall plan and its components. A mobility
strategy at this larger scale is recommended and the concept of urban ensembles (key development areas)
is introduced. Section 4 ‘Urban Revitalization Plan for Downtown Belize City’ focuses on the downtown
area and introduces over-arching themes for development in the central area of the city before describing
the strategies for each sub sector. Section 5 selects and describes five priority development areas, termed
as ‘urban ensembles’, which are considered strategically important to revitalizing the city economy.
Section 6 ‘Strategy for Heritage Trust’ develops the framework for a heritage trust and fund, and
introduces a heritage building database, which will be taken over locally for continued use and expansion.
Section 7 ‘Implementation Plan’ provides recommendations for adoption of the Master Plan, including
estimated costs and recommended phasing of components and projects. Figure 1-1 shows the reporting
structure of the Master Plan for Belize City, and the main components of each Volume and their linkages.
Figure 1-1 Structure of Belize City Master Plan Report
Source: PADECO/iE, 2011
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Volume II Collet Canal Urban Ensemble contains a design concept for this key development area and a
Pre-Feasibility Study including selected investment projects. Finally, Volume III presents the Annexes
containing the alternative development scenarios at the macro scale, and the sub sector diagnostic reports.
1B. City Profile
1B1. About Belize City
As settlers began to steadily inhabit the city during the 19 th century, settlements developed along both
sides of Haulover Creek. This development, lying on the Caribbean Sea at the mouth of Haulover Creek,
became known as Belize City. The country of Belize itself lies on the Caribbean coast of Central
America, bordered to the north by Mexico and to the west by Guatemala. The city’s general boundaries
are the Mile 6 marker on the Western Highway and the Mile 5 marker on the Northern Highway. The city
is often divided into the Northside and the Southside. The Northside is composed of the region bounded
by Haulover Creek and the Fort George area, while the Southside includes the city’s downtown and the
port area. Three main bridges link the waterway-filled city: Swing Bridge, Belchina Bascule Bridge, and
Belcan Bridge. While not the country’s capital, Belize City is by most accounts the country’s economic
base, as well as the core of colonial and industrial heritage, the main outlet to cultural activity, and a
strategic transport hub.
1B2. Demographic Profile2
With a population of 70,800, Belize City is one of the least densely populated cities in the Americas.
However, it is home to approximately 20% of the country’s residents. The major ethnic groups in Belize
City are the Mestizos, the Creoles, the Maya, the Spanish, and the Garifuna. Smaller groups with
populations in the city include East Indians, Chinese, Middle Easterners, Mennonites, and North
American Caucasians. While approximately 35% of the nation’s population speaks Spanish as their
primary language, Belize’s official language is English. Other recognized languages include Kriol,
Garifuna, Maya, and Plautdietsch.
1B3. Economic Base
Until recently, agriculture and forestry have been the predominant contributors to Belize’s growth. While
tourists had frequented Belize in the past, it was not until the 1980’s that the tourism industry began to
expand. The industry has continued to steadily expand until the present day, averaging an annual growth
rate in overnight visitors of 4.5% between 1999 and 2006. Since then, the economic impact of tourism has
contributed between 14 and 17% to Belize’s GDP each year. In 2007, just before the world financial crisis
occurred, overnight tourism arrivals reached 250,000 and the national hotel occupancy rate peaked at
44.3%.
In addition to tourism, Belize’s economy is also based on agriculture, which contributes 22.2% to the
nation’s GDP. The nation’s other economic activities include forestry and logging, fishing,
manufacturing, construction, and mining. Petroleum is exported and of its agricultural exports, the main
products are sugar, shrimp, bananas, and citrus produce.
1B4. Regional Context and Competitiveness
Belize is located on the eastern coast of the Yucatan Peninsula, bordered by Mexico to the north,
Guatemala to the south and west, and the Caribbean Sea to the east. This physical context places Belize
directly within the Central American Region, though historically, it has had many ties with many of the
countries of the Caribbean. Belize as a country enjoys trade agreements both with the Caribbean
2
Information resources for the demographic profile from secondary data sources was severely limited. To get a full
understanding of the demographics, primary data collection would need to be carried out (the 2010 Census has only been
published to a preliminary and general level, and data still being processed).
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(CARICOM) and with Central America (SICA, etc.), and is the only English speaking country in Central
America.
1C. Background of Urban Planning in Belize
Belize City has been significantly impacted by fundamental changes with regard to how and where its
citizens live, work, and play. Urbanization, coupled with current development trends, has substantially
affected the city’s urban infrastructure and quality of life. Furthermore, with the growth of peripheral
commuter towns and the abandonment of the city’s downtown, the trends are no longer restricted solely
to the city’s core, but now also impact the Greater Belize City area as well. Despite these changes, Belize
City lacks any comprehensive city planning initiatives, with very few urban development specialists or
architects working for the government. As the city’s population continues to evolve however, the city’s
public services, facilities, and institutions will have to respond in order to maintain, if not improve, the
quality of life for residents and visitors in the city.
1D. Principles for Urban Development
Belize City’s development vision capitalizes on the National Horizon 2030, which seeks to establish longterm development goals and objectives by capturing the aspirations of the people of Belize.
Belize Horizon 2030 – A Development Framework
The objective: To clearly establish a set of long-term development goals, targets, and indicators that will
guide concerted action by all stakeholders involved in the development, implementation, and monitoring
and evaluation of both long term and intermediate sector programs and Government's long- and
medium-term development strategies.
The vision: By the year 2030, Belize aspires to have:








a well‐balanced distribution of wealth and resources;
modern infrastructure supportive of economic growth;
a clean, sustainably developed environment;
strong rural communities with a vibrant agriculture base;
women performing at the highest levels of political leadership;
a fair, transparent and accountable governance system operating at all levels of development;
strong public sector and civil society organizations that collaborate, are effective and efficient and
tailored their programmes to meet Belize’s development goals and objectives;
the capacity to strategically engage regional and international partners in development
Belize City’s long-term development must center on holistic growth, based on the pillars of
environmental, social, and economic sustainability. While the Urban Development Plan highlights
infrastructural and spatial planning strategies, it also addresses the broader concept of balanced and
sustainable development through the principles below. These principles are later incorporated into overarching themes as the pillars from which strategies for future growth are based.

Environmental Conservation: Efforts should be taken to ensure that existing ecosystems and
environmental balances are maintained, if not improved to ensure that the city’s growth does not
have a deleterious effect on the city’s natural environment.

Urban Heritage Preservation: While increased economic activity will benefit the city as a whole, it
is equally important that the city’s urban heritage is conserved through appropriate management and
monitoring strategies.

Efficiency: Economic growth can only be sustained if appropriate mechanisms are in place to
achieve it, including the clustering of businesses and industries, quality spaces that allow for sectoral
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growth, training facilities and know-how, and the effective distribution of relevant infrastructure and
logistic facilities.

Quality of Life: The city’s development should take into consideration all segments of the
population to ensure that access to infrastructure, transport, and housing is equitable.
1E. Objectives of the Master Plan for Belize City
The Belize City Master Plan aims to delineate a 20-year strategy for Belize City’s future development and
growth. It seeks to identify the key development issues facing the city based on the city’s settlement and
demographic patterns, infrastructural capabilities, and local priorities. In order to implement the plan, the
UDP also outlines mechanisms based on existing institutional frameworks. The UDP also proposes city
mobility and institutional reforms through which the recommended plans and priorities can best be
delivered. In the creation of the UDP, an integrated approach was adopted by which social, economic, and
environmental factors were all considered.
The preparation of the UDP was executed in coordination with IDB, the local government, the Belize
City Council, and the community through a participatory consulting process that began in September
2010. The consultation process involved various stakeholders throughout the city, including private
business owners, representatives of community-based groups, entities from the city’s political planning
processes, and local citizens. Data was gathered through interviews, planning exercises, and preliminary
land-use surveys. In addition, a preliminary urban heritage database was developed to create an index of
the city’s significant historic buildings and public spaces.
1F. Scope of the Master Plan
The timescale of the Master Plan is 20 years, in conjunction with the Ministry of Economic
Development’s Horizon 2030 project. As depicted in Figure 1-2, this Master Plan covers four levels or
‘tiers’ of strategy and planning with increasing level of locality and detail. These four levels are designed
to complement each other, so that overall they form an integrated plan of development.
Figure 1-2 Urban Planning Tiers within the Master Plan of Belize City
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The first tier encompasses the area identified as Greater Belize City expanding out from the central area
through a peri-urban environment and the community settlements. It considers a macro development
strategy for spatial development and mobility. The second tier involves the built-up or metropolitan area
of the city, which has been expanding westward along the structural axes of the two major highways. The
third tier is represented by the downtown area, which by this Plan is redefined as the area between Central
American Boulevard and the Sea to the east and requires an urban revitalization strategy. Finally, the
fourth tier comprises focused development plans in key areas or zones of the city including urban
ensembles.
Within the Greater Belize area, a pilot development area is proposed with general concepts, including
eco-development that can be applied to future developments within the planning horizon. Within the
metropolitan area, five key urban areas, the ensembles, are conceived for redevelopment, which will meet
the objectives and over-arching themes of the Master Plan to ‘kick-start’ the city’s economy and provide
a secure environment. A priority urban ensemble is also selected at this fourth tier, and worked up to prefeasibility level. This may be considered as a flagship development and attract potential investment from
lending agencies.
13
SECTION 2
2012
EXISTING SITUATION & ISSUES FOR URBAN
PLANNING
The following sections provide an assessment of the existing situation in Belize City from an urban
planning perspective. This diagnostic review is an essential element of the Master Plan to respond
effectively to inherent issues and ultimately ensure that a strategy for the built-up and downtown areas is
responsive and contains solutions based on an identified baseline. Brief summaries by sub sector are
provided in the main text, which are supported by detailed diagnostic papers in Volume III Annexes.
2A. Assessment of Urban Infrastructure and Environment
2A1. Settlement Pattern and Spatial Structure
[A full assessment of urban planning issues in Belize City is provided in Volume III, Annex 2]
Belize City has broadly developed along two main strips, following the Northern Highway and the
Western Highway, though most of the city’s urban functions are concentrated in the downtown region,
with a belt of bedroom communities and commuter towns on the periphery. This pattern of urban
development is inefficient in addressing the city’s spatial challenges and development trends.
Additionally, it puts added pressure on coastal areas, creates traffic congestion, stresses urban
infrastructure, and fragments the city. This development pattern has placed barriers on the city’s
continued lateral expansion and hence alternative options must be considered at the larger scale of the
overall settlement pattern.
Figure 2-1 Belize City Development
2A2. Development Trends
In 1980, Belize City had an area of 6.9 square kilometers (690 hectares) and 39,771 inhabitants, giving it
a population density of 5,756 person per kilometer-squared (58 persons per hectare). In 2007, its area
increased to 14 square kilometers (140 hectares) with a total population of 66,422 inhabitants, giving it a
reduced population density of 4,758 persons per kilometer-squared (48 persons per hectare). Between
1980 and today, Belize City has witnessed a gradual decline in population and birth rate, due to
emigration to the nation’s countryside or neighboring countries such as the United States. This declining
population has led to uneven development trends within the city, including urban sprawl, reduced
14
2012
economic activity, inequitable access to infrastructure and public services, and a relatively high cost of
living, as scale diseconomies have been out-weighing scale benefits.
Table 2-1 Population Change between 1980 and 2010
It is important to note that even though the
figure appears to show counterurbanization, in reality the urbanization
effect is spreading into the nearby rural
areas, hence the growth in rural population
is one that is caused by expansion of the
urban function area in Greater Belize City.
70%
% Population Change
The figure opposite highlights an apparent
acceleration in rural population compared
to a slight reduction in the rate of increase
to Belize City.
60%
50%
40%
30%
20%
10%
0%
%change
1980-1991
Belize City
%change
1991-2000
%change
2000-2010
Belize Rural
Source: Statistical Institute of Belize, Census Information and Preliminary
Estimates of 2010 Census.
Belize City will need to confront its myriad development challenges in order to reverse this situation and
start to maximize the economic advantages of its spatial concentration. The city needs to address and
respond to a series of fundamental challenges as it begins to absorb new population and manage an urban
transition.
The trends above should raise concerns
over the long-term future vitality of Belize
City and its downtown, including the
potential “doughnut” effect where the city
center becomes “hollow” as the population
moves along the Northern Highway and the
Western Highway, to the belt of bedroom
communities around Belize City in search
of newer, larger or more affordable houses.
This settlement pattern forces new
development to occur at greater distances
away from the city center. Already, Belize
City’s downtown is empty at night. This is
the challenge of an unhealthy center with
associated threats of business and
residential growth going to the belt of
sleeping towns around Belize City, or to
other cities and towns (such as Belmopan).
Figure 2-2 Moving Belt of Poverty & Squatter
Formation
2A3. Land Use and Housing
Historically, Belize City’s development has stemmed from the most likely location: the mouth of
Haulover Creek, where the Belize River meets the Caribbean Ocean. The evolution of the city’s spatial
form has hence been dictated by this delta, along with the accompaniment housing, retail, community,
and employment options. This mixed-use form of land use constitutes an important component of the
urban environment in the city.
Primary benefits of mixed-land use include:
15
1.
2.
3.
4.
5.
6.
7.
8.
9.
2012
More convenient access to facilities
Reduced traffic congestion
Greater opportunities for social interaction
Socially diverse communities
Visual stimulation from close proximity of mixed-use buildings
Increased safety resulting from increased flow of pedestrian activity
More energy efficient use of buildings and spaces
Improved urban vitality and street life
Increased viability of urban facilities and support for small businesses
While some of these benefits and virtues are still present in Belize’s downtown region (i.e. points 1, 2,
and 4), others are either disappearing or currently not realized (i.e. points 3, 5, 6, 7, 8, 9, 10). Through the
promotion of mixed development forms, land-uses, densities, tenures, and market segments, the vitality
and overall quality of life in the city’s downtown can be achieved.
There are currently no land-use zoning plans in place (only 3 residential zones legally exist in Belize
City), and regulation of buildings is only guided by the Central Building Authority Act.
2A4. Urban Poverty
The share of the poor as a proportion of all urban residents seems to be high in Belize City. Poverty in
Belize City is being ‘urbanized’, as an increasing number of the poor now live within Belize City and its
downtown. An important part of Belize City population seems to be living in slums.3 On the basis of
preliminary observations, the urban poor in Belize City and its downtown tend to face a number of
deprivations, which affect their day to day life. These deprivations can be grouped into six main
categories: 1) limited access to income and employment, 2) inadequate and insecure living conditions, 3)
poor infrastructure and services; 4) vulnerability to risks such as natural disasters, environmental hazards,
climate change impacts, sea level rise, and health risks particularly associated with living in slums, 5)
spatial issues, which inhibit mobility and transport; and 6) inequality closely linked to social-economic
exclusion, as well as crime and violence.
A key determinant of poverty, both in urban Belize City and peri-urban Greater Belize City is limited
access to income and employment opportunities. Most workers in the informal sector have low skills, low
wages, a lack of social insurance and unsatisfactory working conditions. In Belize City, the spatial
location of slums, inadequate infrastructure, and negative stigma are also constraints to employment.
Access to basic services, such as water, sanitation and electricity, for poor urban residents can be
extremely low, unaffordable, and of inadequate quality. The government, as well as the utilities and
service providers may be reluctant to operate in such slums because of the informality and illegality of
such settlements. Consequently, there is higher exposure to a number of health, environmental and
disaster-related risks associated with poor drainage and solid waste management, indoor air pollution and
proximity to often environmentally unsafe areas. Income and other forms of inequality are particularly
evident in Belize City, where modern areas can be found within a short distance from slums. The highly
visible disparities in wealth, services and opportunities, can create frustration, tension and a sense of
exclusion for the poor.4
3
From a housing and living conditions perspective, a slum is an informal settlement that combines, to varying extents, the
following characteristics (restricted to the physical and legal characteristics of the settlement): poor quality housing, limited
access to services, inadequate access to safe water, inadequate access to sanitation and other infrastructures; poor structural
quality of housing, over-crowding and insecure residential status and insecure land tenure (which puts the urban poor at a
constant risk of eviction, prevents them from building assets and accessing credit, inhibits using one´s home for income
generating activities, and does not allow for investments in services provision. This slum condition is visible almost everywhere
in Belize City and in Greater Belize City. This is a serious challenge in Belize City where urbanization, due in part to rural-urban
migration from Belize and neighborhood countries, is happening at a rapid pace and the local Belize City government does not
have sufficient capacity to accommodate new residents.
4
See for instance the case of the tourism bubble in the north and its contrast with Majesty alley.
16
2012
In Greater Belize City where the poor live remotely in order to inhabit affordable space, they incur high
travel costs and long travel times. Living in these peripheral urban locations (or the ring of bedroom
communities around Belize City), particularly without adequate access to transport services, can mean
exclusion from a range of urban facilities, services, and jobs, located in Belize City, exacerbating
problems of social exclusion. In many areas, such as the South side, the issue of neighborhood stigma,
which can negatively affect peoples’ access to jobs and increases other types of discrimination, is also a
major constraint for the poor.
2A5. Services Challenges
A critical issue in Belize City is the inadequate or unequal provision of basic infrastructure such as water,
waste disposal, and power, to the urban poor. A considerable percentage of the urban population in Belize
City and Greater Belize City still lack access to sanitation services (unsafe water, sanitation and hygiene).
Poor sanitation may result from neglected living conditions. In addition to the social impacts, these
deficiencies may have real economic consequences as poor or missing infrastructure may reduce urban
economic output, particularly, on small firms and home-based enterprises.
Service challenges extend to urban transport infrastructure and services provide the backbone of an
efficient Belize City system. Rapidly growing Belize City urban populations and rising numbers of
private vehicles are beginning to overwhelm the roads in Belize City, resulting in increased congestion,
low mobility, more accidents and poor air quality.
Responses to these inter and intra-urban challenges should include an emphasis on coordinating land use
planning and transportation, that is, transport-led development to ensure access and mobility to jobs for
all city residents, including the urban poor, and promotion of affordable multimodal public transport. An
additional consideration is how a multimodal urban transport system can enhance mobility and access to
work for the urban poor. Urban-rural and inter-regional linkages are also important considerations in
enabling the Belize City system to function beyond the core of the city through connective multimodal
infrastructure at the scale of Greater Belize City.
2A6. Social Challenges
Crime and violence are a serious drain on Belize City’s resources, diverting them from important services
and social programs. High levels of inequality, poverty, unemployment, lack of access to adequate
services, use of alcohol or drugs and political conflicts are all contributing factors. The effects of crime
and violence can be a critical constraint to economic growth. These constraints are manifested in
increased costs to the judicial system, foregone earnings, costs of private security, loss of city
competitiveness, as well as damage caused to physical capital, limitations on mobility and erosion of
social capital. Crime, theft, and disorder are major constraints to doing business in Belize City. Reducing
crime and violence in Belize City, maybe achieved through targeting youth with personalized
professional assistance programs, including training and income generation, enhancing access to cultural
and recreational facilities and long-term policies that improve access to public services.
Capacity building to improve management and urban planning at the local government level in Belize
City is essential. However, such approaches may need to go beyond the provision of training to include
reforms that change the rules of the game, using incentives and rules-based policy frameworks. Providing
resources to the local government tier on a performance basis can help instill a sense of competition for
resources and potentially the incentive to reform. These reform measures can be in areas of financial
management, accountability, local revenue collection effort, economic performance, and a host of other
areas. Other methods that have proven successful elsewhere are professional certification programs for
municipal staff that help to elevate, professionalize and promote the development of the civil service
profession. The key is to design a system that recognizes heterogeneity across the local government sector
and provides an equitable basis for the local government to participate. Block grants linked to
performance criteria are one way of providing such assistance.
17
2012
It is important that the city begin to establish partnerships with civil society organizations and NGOs.
NGOs and community groups have grown in power, participation and sophistication. Partnerships with
NGOs or community based organizations within the city are fundamental to reduce crime, launch a new
neighborhood revitalization effort, or extend social services to the poor. Such partnerships are vital,
particularly in addressing the needs of the poor. For example, community groups could assist in the
establishment of a basic system of street addressing that help improve service delivery and establish civic
relations with the local government. In addition, cooperative housing schemes could be created as local,
incremental solutions to housing needs, with the encouragement of the local and national governments.
2A7. Road Network and Transport
[A full assessment of transport issues in Belize City is provided in Volume III, Annex 3]
a. Overview of Transport in Belize
A complete investigation into the transport environment is provided in Annex 3, which should be
referenced for greater detail. The following sections provide the main points from this investigation.
As shown in the figure below, which highlights the main features of the road network in Belize, the City
is structured by two national highways that run East-West parallel to the River. Toward the city centre a
North-South highway (Central American Boulevard) connects the north and south areas of the city via
Belcan Bridge. The thin strip of land between the Northern Highway and sea restricts development of
secondary roads in this northern most area.
Figure 2-3 Key Roads and Features of Belize Transport Network
18
2012
The transport network in Belize City remains at an unsophisticated level in terms of planning,
implementation, management, and data/information storage. The table below identifies some features of
the city which impact on the mobility of people around the City.
Table 2-2 Summary of Issues for Transport in Belize City
Item
Spatial Aspects





Road Network
Intersections
Road Maintenance


















Data
Public Transport





Taxis
Pedestrian Network
Cycle Network
Parking
















Main Problems
Plane of severance between northern and southern sides of city caused by River
causing access problems and funneling toward eastern end
Commercial (strip) development located along strategic highways
Lack of structural development in south west area due to topography
Isolated or disorganized development in some quadrants with poor access
High number of schools in urban fabric caused by young demographic,
generating traffic movements
Seaport lacking dedicated surface access
Developing sleeper communities generating traffic movements to city
Lack of functional road hierarchy
Lack of arterial road development in southern area
Major highways functioning as strategic roads and local distributors
Few evacuation routes for climate-related disasters
Insufficient river crossings toward western side of city
Congestion at morning peak on Northern Highway approach
Congestion in downtown area at afternoon peak
Lack of signalization (automatic traffic signals)
Manual control of intersections by Traffic Officers depleting their resources
Relatively few roundabouts
Unpaved roads in low income neighbourhoods
Lack of quality control on road maintenance causing temporary repairs and fast
deterioration
Slow (frequently blocked) drainage system causing flooding and standing water,
which further damages road surfaces
Lack of maintenance plan, caused by inadequate funding
Lack of inventory data on road condition
Constant trip delays caused by poor road condition causing hidden economic
losses
Lack of recorded data (traffic counts) and no routine collection
Lack of computerized data storage system (counts and accidents)
Inadequate depot space for buses to park and maintain/repair causing street
parking
Large buses traversing narrow streets
Congestion at Collet Canal bus terminal caused mixing of modes and inadequate
access arrangements
Haphazard collection and alighting of bus passengers
Lack of public information on bus services
Inadequate bus stop waiting facilities
Poor image of public transport due to above factors
Lack of metered taxis
Poor safety and service standards
Unattractive service for tourists
Narrow sidewalks and poor state of disrepair
Policies tend to accommodate motor vehicles rather than pedestrian
Improper design of facilities such as overbridges
Despite cycle demand, lack of facilities dedicated to cycling
Poor cycle routing and signage
Lack of cycle parking facilities (which exacerbates theft)
Mainly uncontrolled and unregulated
Lack of demarcation and signage to show restricted areas
Parked vehicles create obstacles to vehicle passage and pedestrian visibility
19
Item
2012
Main Problems
 Lack of data on parking usage and movements
 Mixture of short-term and long-term parking
 Long term (commuter) parking in central commercial areas displaces short term
(commercial) parking to the detriment of the local economy
 Accidents mainly caused by driver error and careless conduct
 Cyclists and traffic at intersections appear particularly vulnerable
 High number of road humps in city and speed does not appear to be a cause of
accidents
 Relatively high number of taxis involved in accidents
Road Safety
Despite the above problems and threats to the transport environment, there are a number of strengths and
opportunities with Belize City. Whilst city traffic is not at gridlock and economic activity is not
constrained to a serious magnitude, it is globally recognized that motorization is closely linked to
economic growth and increasing traffic congestion will inevitably curtail the rate of growth that the city
could achieve. The situation could be improved through traffic management measures without large-scale
capital investment.
Cycling and walking are already popular modes within the city and the flat topography is generally
conducive. Also, the fine-grained street network is attractive to non-motorized transport while boulevard
roads create a good ambience which could be further replicated.
In terms of public transport, bus operators appear to be cooperative with city officials and amendments to
operator contractors to improve services are usually passed without obstacle. As there is a large and
increasing captive market for bus users accessing the city centre from outer settlements, improvements to
services can be planned without complexity. Re-designing the central bus terminal at Collet Canal is
necessary to improve bus services and provide a hub for mobility to raise the profile of public transport.
Also, existing water ways could contribute aesthetically to city public transport and be attractive to
tourists.
b. Current and On-Going Projects
A summary of on-going projects and significant past projects related to transport is presented below. Very
few of these address the transport problems highlighted above. However, the proposal for a road and
bridge linking Chetumal Street and the Western Highway is notable and would address the severance
between the two poles of the city and lack of river crossings. At the time of writing, a road to the river has
been cleared (though this has attracted squatter developments to the area). This concept is further
explored in later sections.
Table 2-3 Significant Past & On-going Projects and Initiatives
Name of Project/Program
Start Date
Linkage with Belize City Transport
Flood Mitigation Infrastructure Project
for Belize City
On-going
Contributing to retrieving urban spaces along canals
and roads including green areas, walkways and
bikeways, thus reducing maintenance needs, runoff
and littering and the improvement of the urban road
network consistently with BZCMP.
South Side Poverty Alleviation Project:
Phase 2 Infrastructure Works (under
Ministry of Works) *see description
below
On-going
Substantial rehabilitation of the major streets and
drainage systems in the south side area of the canal.
Study into Effects on Poverty
Alleviation: Construction of Road and
Bridge Linking Chetumal Street and
October 2009
A link road and bridge in the proposed location would
alleviate congestion in the city centre and help to
Road and Drainage
20
Western Highway near Faber’s Road,
Belize City
2012
remove large freight trucks.
June 2009
Loan agreement with IADB to rehabilitate road
infrastructure damaged by a tropical storm
January 2010
Characteristics of housing and residential projections
impact on access requirements
2009
Dependent on traffic demand, the plan includes
terminal expansion and refurbishment. It follows
Phase 1 (B$40m) including terminal and access
improvements.
IDB Belize National Sustainable
Tourism Plan
On-going
2010/2011
Includes tourism in Belize City, which impacts on
traffic movements. Traffic is higher on cruise call days
(2-3 days per week)
Fort George Tourism Zone
2010
Safe tourism zone for cruise tourism visitors – may
reduce tourism-related transport outside the zone
Cruise Tourism in Belize, Perceptions
of Economic, Social, and
Environmental Impact
November 2006
The cruise tourism sector impacts on tourism-related
traffic in the City, and could grow if the City is used as
an overnight stay or hub.
Ministry of Works, Executing Unit:
Emergency Road Rehabilitation
Program in response to the Flooding
Events caused by Tropical Depression
No 16
Development
WB Housing Policy in Belize, Diagnosis
and Guidelines for Action
Civil Aviation
Belize Municipal Airport Expansion
Program (at Phase 2)
Tourism
The South Side Poverty Alleviation Project (Phase 2 Infrastructure Works – under Ministry of Works) is
also notable. The project includes roads to be paved, roads to be resealed and rehabilitation of canals.
The project includes a total of 10 individual contracts as follows. 5
1. Collet Canal, East & West Canal, North Creek Canal
2. Faber’s Road Outfall Canal, Trench Town Canal Street Works, Lakeview Street Canal, Prisoner
Creek Canal & Street Works
3. Neal Pen Road and drainage Improvement Works
4. Jane Usher Boulevard and Associated Works
5. Central American Boulevard Upgrading Works
6. Lake Independence Area- Street Improvement & Drainage (Vernon Street, Police Street, Mahogany
Street)
7. Queens Square Area- Street Improvement & Drainage (Rivero Street Extension, Monroe Street,
Benbow Street, Mex Avenue, QSUK #1)
8. Port Loyola Area- Street Improvement & Drainage (Ross Pen Road, Gill Street, Baracat Street,
Reggae Street, Guerrero Street)
9. Pickstock Area- Street improvement & Drainage (Mopan Boulevard, Nargusta Street, Ebony Street,
Mahogany Street)
10. Collet Area- Street Improvement & Drainage (Antelope Street extension, Pitter Street, CDUK #7 &
#8, Pelican Street Extension, Racoon street Extension)
5
Pending further investigation and analysis, these proposals and design may not be the optimum solution and it is recommended
that they be reviewed.
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2012
2A8. Water Supply and Sewerage
[An assessment of water supply & sewerage issues in Belize City is provided in Volume III, Annex 4]
a. Wastewater
The lack of proper environmental planning and infrastructure development have set back Belize City in
providing its residents and visitors with a safe and environmentally approved manner of disposing its
wastewater. Historically, waste management was by pit latrines and bucket parades to nearest creek, river
or ‘bush’. Grey or residual water was simply funneled to a nearby drain, soak away or water body. It was
a ‘out of sight, out of mind’ mentality that the early inhabitants practiced. Presently, not much has
changed and the same traditional methods are used today, mostly, though by the poor population with no
basic sanitary infrastructure.
b. Treatment Alternatives
Presently the treatment of wastewater can be divided into two distinct forms, but with the same
environmental end result. The first involves the use of septic tanks systems connected to a soak away or
leach field. This is a common practice for residents and commercial establishments. This is mostly
defined for the new Belize City and consists of discharging the raw sewage into the septic tank systems
with the sludge accumulating and the clarified liquid flowing into the soak away or leach field for
disposal.
The second form presently being used is by the use of a sewer collection system that services a portion of
the north and south side from Central American Boulevard to the coast. This system is divided into 15
zones with 7 zones on the northern side and 8 on the south side. Raw sewage and grey water flow directly
into these zones and is eventually pumped to a 75 acre sewer ponds located on Faber’s Road.
The sewer ponds are divided into three sections with the outfall being discharged via two pipes and into
an excavated drain that connects to the sea. The collection systems are interconnected with Zone 1
flowing into Zone two and Zone 2 into Zone 3 and so forth. On occasions one of these zones would fail
and the wastewater would be directly discharged into the sea, river or canal via a series of outfalls
designed as a failsafe mechanism to deal with overflows, malfunction and power outages.
c. Existing Designs and Maintenance
Much of the existing septic systems are not functioning properly and are mostly due to the designs which
are not to standard and as such only partially treat the raw sewage and grey water. Recent enforcement
has steered towards constructing functional treatment systems. Likewise, there is the lack of proper
maintenance and the desludging of the septic tank. This results in direct environmental impacts that can
immediately contaminate any nearby water body such as creeks, rivers, sea and underground water. There
have been recorded instances also that there are no soak-away or leach field and simply discharge these
into the wetland or water bodies.
Similarly, the operation of the sewage waste collection system only serves a portion of the residents.
Though a step in the right direction, the maintenance programs are not up to date and as such resort to
emergency discharges into the sea, canals, creeks and other water bodies. The function of the sewage
ponds is to treat the incoming wastewater effluent and it is unknown if the ponds are operating effectively
and efficiently in treating the wastewater.
d. Associated Impacts
There are a myriad of direct environmental impacts associated with both practice. Direct impacts related
to this practice include increased nutrients to the water column and the proliferation of pathogenic
diseases through direct contact with fecal matter. These pollutants lead to disease of the nervous,
gastrointestinal and reproductive systems. Diseases associated with contaminated water include cholera,
22
2012
typhoid bacillary dysentery, and infectious hepatitis. The polluted water causes various skin infections in
children and adults who take bath in the polluted streams.
A major source of macro-nutrients in gray water effluents is from detergents and is primarily generated
by the residential and industrial/tourism component. Another potential source of macro-nutrients is from
the general decomposition of the organic substances within the sewage and grey water. The magnitude
and scope of this potential sources and its impact has been assessed as ‘moderate to high’ without proper
mitigation measures. Secondary impacts of these macro-nutrients and pathogen contamination include
loss in recreational activity and loss of aquatic biodiversity and productivity.
Much of the surface water flow studies are directed towards a north to south approach and are directed
towards the shoreline by wind direction and water current velocities. Therefore, it is safe to assume that
these studies hold true for any contaminant discharged from the Belize City shoreline.
8.2
Solid Waste Management
The solid waste management issue in Belize City is slowly veering towards an adequate solution. In the
past solid waste management included the not so routine collection of the domestic and commercial waste
and depositing it at a ‘dumpsite’. Locally the definition of a dumpsite is any available space not in use
and usually located some distance away from the city. Sadly this definition is not only limited to the city,
but to the towns and villages including the bedroom communities.
Presently, not much has changed and the proliferation of solid waste is a constant struggle for both
residents and city managers. These struggles include the wanton disregard of the waste both at home and
in the public. Likewise, the issue is compounded by some of the residence who utilizes the solid waste as
fill to reclaim swamp and wetlands.
a. Types
The city’s solid waste can be classified into three generalized categories that include domestic or
residential waste produced from household activities, commercial waste from the business including
tourism related activities and industrial waste such as those produced by light industries (repair shops,
manufacturing, packaging etc.). The majority of waste is produced by city residents and can be further
subdivided into organic and inorganic. Organic wastes include waste from the cleaning of fish, production
of produce or agricultural products and leftover food from homes, restaurants and other food
establishments to name a few. Inorganic wastes can be derived from synthetic sources and can be further
classified into recyclables or reusable and non recyclables. Derelict vehicles are examples of materials
that can be recycled.
b. Collection
A major struggle within the solid waste management issue is the collection of the city’s garbage. The
process of bagging and collecting the waste is all but a simplified process. This has been for the most part
a weekly endeavour given out to service providers to collect and transport the waste to the dumpsite. On
occasions, however, such endeavors are not undertaken as specified and as such create a friction among
city residents, the service providers and city managers. Other aspect of collection involves the wanton
disposal of solid waste at several city hotspots such as abandoned lots, overgrown areas, and canal and
street sides among others. This wanton disregard is born as a result of a lack of enforcement and public
awareness.
c. Associated Solid Waste Impacts
Collectively, the environmental impacts surrounding solid waste management can be categorized as
moderate without adequate mitigation measures. Direct impacts include the attraction of feral animals to
where solid waste is stockpiled. Other direct impacts include the proliferation of pestilence and
pathogenic diseases namely malaria and dengue. Likewise, the wanton disregard of solid waste can be
23
2012
aesthetically unpleasing and can only be remediated by educating and sensitizing the residents and
commercial sector.
Secondary impacts to solid waste management include surface and underwater contamination as a result
of leaching or lixiviation. This source can include the full gamut of chemicals and toxic materials and
compounds that can contaminate soil as well. Other indirect impacts include the increase presence of
wildlife and the disruption of the food chain due to the availability of food discards etc.
d. Disposal
In order to achieve the overall goals in terms of solid waste management, the city and the government has
proposed the construction of a proper sanitary landfill for Belize City and the western corridor. The
Government of Belize is in the process of implementing a national Solid Waste Management Plan, which
will guide the management of solid wastes for twenty years into the future. Work on the development of
the Plan began in 1998. An important feature in the proposed Plan is the identification of a final disposal
site at a central location, which will receive Municipal Solid Wastes (MSW) from the Western Corridor
Communities. This facility is proposed as a MSW sanitary landfill to be located at Mile 22 on the
Western Highway, west of Belize City. A MSW transfer station has also been proposed to be located at
Mile 3 on the Western Highway to receive waste collected from Belize City and surrounding areas plus
the Cayes for disposal at the regional sanitary landfill.
2A9. Tourism
[A full assessment of tourism issues in Belize City is provided in Volume III, Annex 5]
a. Belize City Tourism Background
Belize received some 700 thousand cruise tourists and some 200 thousand overnight tourists in 2009.
Cruise tourism in Belize witnesses large monthly and annual fluctuations. However, both cruise and
overnight tourists are potential markets for Belize urban tourism. Unfortunately, while there are some city
tours in operation, they do not yet fully take advantage of the rich tourism resources of the city.
Tourism resources are rich in the Belize City and can contribute to new urban tourism. Some examples of
tourism resources in the Downtown Area include:




Historic buildings, monuments, houses, religious facilities, handicrafts, ethnic culture such as music,
dance, costume, food and medicine;
Fish and vegetable market at Collet Canal, parks and various facilities along Central American
Boulevard;
Suburban Area;
Rum Museum, “Old Belize”, Haulover Creek, Burdon Canal and Lagoon, fauna and flora in the city
and in the mangrove forest.
Visitors to Belize City can be divided into the segments shown in the figure below. Both for the one day
visitors and overnight tourists, Belize City is not the main destination. Many of them are transit tourists,
who land in the city and transit to another destination within the country.
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Figure 2-4 Classification of Visitors to Belize City
Visitors to Belize
Cruise Visitors or
Overnight Tourists
Transit Visitors to other Destinations
Customer Visitors of Belize City
Transit Visitors go around Belize City
Nature oriented Tourists
Culture Oriented Tourists
Business & Official Tourists
Overseas Belizean(A)
S
Note: There can be 110,000 to 120,000 Belizean immigrants in US only (Jerome Straughan, ―Emigration from
Belize since 1981‖, Barbara Balboni and Joseph Palacio, eds.,Taking Stock: Belize at 25 years of independence‖,
Benque Viejo del Carmen (Belize), Cubola, 2007)
Belize has been a beach and marine tourism destination for many years and has received a constant
number of tourists. Of these, 200,000 are overnight tourists. The number of cruise ship tourists has grown
significantly over the last decade. Belize City received as many as 851 thousand single-day tourists in
2004 that arrived on cruise ships. It is said a cruise tourist spends approximately USD 87.96/person
(data of 2008/9 from Cruise Impact Study, BREA-FCCA, 2009). Of all the ports in Belize, only Belize
City receives cruise tourists.
Figure 2-5 Inbound Tourists from 2000 to 2009
Figure 2-6 Seasonality of Tourist Arrival
140,000
900,000
800,000
700,000
600,000
500,000
400,000
300,000
200,000
100,000
0
120,000
100,000
80,000
60,000
40,000
2009
2008
2007
2006
2005
Overnihgts Tourists
Source: Ministry of Tourism, Digital file ‘Cruise 2000 –
Dec.2010 –Revised ‘2000 – Dec 2010 Overnight Arrivals to
Belize – updated’
0
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Cruise Tourists
2004
2003
2002
2001
2000
20,000
Cruise Tourists
Overnight Tourists
Source: Ministry of Tourism, Digital file ‘Cruise 2000 –
Dec.2010 –Revised ‘2000 – Dec 2010 Overnight Arrivals to
Belize – updated’
However, there are many problems with cruise tourism and tourism stakeholders are beginning to
recognize that overnight tourists are more important than cruise tourists. Issues include but not limited to
the following:
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Impact on transportation and infrastructure
Approximately 3,000 passengers arrive per cruise ship. This causes considerable noise, traffic, and
burden on various infrastructures. The project’s Tourism Specialist observed that cruise ships came only
three days a week. During the other four days of the same week, relevant facilities and human resources
remain idle. While it is not realistic to allocate fleets of buses to meet the demand of the high peak tourist
season, during these periods, even school buses must be mobilized to meet tourist transport demands.
Little financial benefit to Belize City and its population
Cruise tourists shop and dine at the Tourist Village and join bus tours to the major destinations around the
Belize City and hence, the vast majority of the local population has little contact with cruise tourists, and
thus, receives no financial and other benefits from the tourists. Tour operators who handle bus tours are
required to pay a commission to the cruise companies and so also earn very little profit from the cruise
industry. While cruise tourists benefit the shops around Albert Street, conventional local shops receive no
tourist expenditure from cruise passengers. One of the most significant advantages of Belize tourism is
that English is the national language. However, this benefit has not yet been exploited for cruise tourism.
Unstable influx of cruise tourists
The influx of cruise tourists fluctuates weekly, seasonally, and annually, making it difficult to invest in
this sector. The variable influx is dependent on several factors including: 1) the operational plans of the
cruise companies; 2) the global economic situation; 3) competition among Caribbean countries. Belize
can control very few of these factors. Further, if Cuba opens its ports to cruise ships in the future, Belize
City might lose much of its competitive advantage and receive even fewer passengers.
Few impressive city tours available for cruise tourists
Belize has a large amount of natural beauty including a rain forest, waterfalls and gorges, and a colorful
barrier reef. However, its urban heritage sites are seemingly of less significance. Though Belize has a
very unique history and culture, from interviews, it was understood that visitors are not deeply impressed
by conventional city tours. If cruise tourists can only see Belize City in one day, there should be a greater
emphasis on the culture and the nature of the country, so that they might visit Belize again as overnight
tourists.
b. SWOT Analysis of City Tourism
In order to realize the vision and its components, a SWOT (Strength, Weakness, Opportunity and Threat)
analysis was conducted on Belize City Tourism.
Table 2-4 SWOT Analysis of Belize City Tourism
Strength
Weakness
Threat
Opportunity
Citizens speak English
language
Events in the City are not
connected to tourism
Insufficient regional
cooperation (Caribbean,
Guatemala, Mexico)
Proximity to US market
Diversified optional tours
are available from the
City
Communities are not
involved in tourism
Mexico, Guatemala and
Caribbean countries are
strong competitors in
tourism
Only one cruise destination
in the country
Gateway to Belize with
only one international
airport in the country
Many tourism resources in
the City are not well
recognized
Destinations out of the City
are more famous and
appreciated
Caribbean cruising market
is expanding
Tourism resources are
abundant in the City
No organization is available
to promote the City tourism
Natural disasters, such as
hurricane and high tide
disturb tourist activities.
Majority of international
tourists come into Belize
from Belize City.
26
Strength
Weakness
Threat
2012
Opportunity
Historic buildings are
remaining in downtown
of the City
Downtown is not safe
Neighboring countries
(Guatemala and Mexico)
produce better quality of
handicrafts
Registration of Blue hole
and Garifuna culture as
world heritage increase
reputation
Cultural diversity –can be
observed in the City Mestizo, Creole, Mayan,
Garifuna, Arab, Chinese
Information of other
destinations in the country
is not available (insufficient
gateway function of the
City)
Seasonal and daily
fluctuation of tourist arrival
is big
Only one cruise destination
in the country
Municipal Government
recognizes the problems
and potentials of tourism
Many cruise tourists stay in
the Tourism Village area
and leave without enjoying
the real Belize City
Rain storms and high tide
damages structures of the
City
MICE market could be
available (US and Mexico)
Good flight connections
with neighboring
countries
Culture, such as ethnicity
and historic houses, is not
well connected to tourism
Concentration of
motivated manpower in
the City
Public transportation is
poorly managed and not
convenient for tourists
From a spatial (or urban) planning point of view, extreme concentration of cruise tourist activities in the
Fort George area is causing various issues.




Cruise tourists cannot see or experience the real Belize City thus leave the country without getting
deep knowledge of the nation.
Businesses and other activities in rest of the city cannot make any linkage with tourists
There is no interaction and communication between local residents and cruise tourists
Tourism is not contributing to the other parts of the city
c. Tourism Infrastructure
Entry Point for Overnight Tourists
Philip S.W. Goldson International Airport is conveniently located in the vicinity of the Belize City. In
2009 the airport received 168,047 arrivals of overnight tourists, 72% of the total overnight tourists in the
same year. Some tourists enter by land from Mexico and Guatemala or by sea. Nine airlines are operating
and connect the city to domestic and international destinations. The airport facility is partly under
expansion to receive European flights, but most flights originate from the US. Connecting flights are
available to some of the tourist destinations in Belize from this international airport or Belize City
Municipal Airport which is at the northern tip of the city.
Accommodation
Belize City itself is rather a minor destination in the country for overnight tourists. Tourists from the
international airport and other boarders stay in Belize City on the way to or from other destinations in the
country. There are dozens of hotels in the City. The larger ones, including the Radisson Fort George
Hotel and Princess Hotel, have convention halls with the capacity for several hundreds of people. Some
hotels such as Hotel Mopan, Hotel Chateau Caribbean and the Great House use old houses. These efforts
of adaptable use of old structure should be more appreciated in terms of historic preservation.
Transportation
Air: The majority of overnight tourists use air travel to get to/from Belize City. Both the international and
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city airports operate flights to other destinations within the country.
Boat: Belize City is connected by boat to several major island destinations, such as Ambergris Caye and
Caye Cauker. Terminals are located in downtown close to the Swing Bridge. Some fishing boats are also
available for hire, for fishing or waterway tours.
Land Transportation: Buses, taxis, rental cars, and motorcycles are readily available throughout the city.
Intercity and international buses are also available from the City Bus Terminal (i.e. Novelo’s) at West
Collet Canal, and are frequently used by both Belizeans and visitors. However, there is currently very
little information available for visitors regarding bus routes and stops. As there are no actual bus stops,
buses let off passengers whenever they request.
Rental cars can be reserved online and agencies accept Belizean, international, and US driving licenses.
Vans and mini-buses are also available for rent for families and larger groups.
Taxis are another popular option for local transport, though they are generally un-metered. As walking
through the city after dark is not advised due to security issues, taxis are frequently used at this time.
However, some taxi drivers operate without a proper license.
Tours for Overnight Tourists in the City
There are many tourist destinations and attractions in the suburbs of the City which are optimal for day
tours; however, in the downtown area, very few destinations have been efficiently prepared to receive
tourists with the exception of the Fort George area and the Belize Museum. Very few day-tours are
operational for overnight tourists and information regarding the city tours is seldom available at airports
and hotel counters. Drivers of taxi or hired vehicles may take tourists to the famous spots of the city, but
this provides few opportunities for interpretive explanations or story-telling. Thus, the overnight tourist is
unable to thoroughly enjoy the city.
Entry Points for Cruise Tourists
By law, cruise passengers should arrive at the Tourist Village in the Fort George Area. It is said that 70%
of the entering passengers join day tours and the remainder stay in the Tourist Village or the general Fort
George area. There are quite a few restaurants and souvenir shops in the Tourist Village which induces
cruise tourists to stay inside the village fence.
Tours and Transportation for Cruise Tourists
In the early morning of cruise arrival days, 10-20 buses line up at Memorial Park and proceed to Tourist
Village to pick up tourist groups. These buses then take cruise tourists away from the city to Mayan ruins,
cave tubing regions, the Belize Zoo, and other areas regarded as tourism highlights for cruise tourists.
Tourists who join city tours are accompanied by registered tour guides and are often transported by horsedrawn carriages, tourist trains, mini-buses, taxis, and other transport vessels. While there are some city
tours that are operated for cruise tourists, they are often rather insubstantial, lasting 1-2 hours. There are
no guided walking tours or bicycle tours.
Boat tours of Haulover Creek and Burdon Canal are operated on demand and have strong potential as
regular tour products. The western part of Haulover Creek goes through the mangrove forest for over a
mile. On the eastern side of the creek, the unique townscape of Belize City can be witnessed. However,
the water on this side is often full of solid waste. These waterways are not always wide enough and
should be well maintained for regular traffic.
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2A10. Cultural Urban Heritage
[For a full assessment of heritage issues in Belize City, see Volume III Annex 6].
a. Urban Heritage Trends
The historic part of Belize City is currently in need of restoration. Hurricanes and lack of maintenance
have resulted in considerable damage to much of the physical structures. Older houses are generally not
considered optimal for current residential needs and so are being increasingly abandoned. Interviews with
local residents indicate that many consider the old city to be more suitable for use as a business and retail
center or cultural district, than as a residential zone. The historic part of the city is therefore mainly
temporarily inhabited now by low-income residents. Many historic homes are also being replaced by
inexpensive brick homes provided by the government, as the buildings cease to fulfill their required living
functions.
In order to make the city accessible to automobiles, shopping and services, many sunken waterways have
been converted into street-level roads and houses have also been demolished in order to create space for
vehicular flow into the centre and outward to the suburbs. Additionally, public spaces have been turned
into parking places in the centre of the city. Generally, the less valuable buildings in the city are pulled
down to make way for the city’s modernization. Only the more remarkable buildings are restored. This
has resulted in the erosion of the townscape.
Renovation of the historic buildings and revitalization of the historic down town can potentially bring
considerable economic, environmental and social benefits to the city. The historic core, once revitalized
could become a major tourist attraction in Belize and the region. It is, however, important that
revitalization takes the residential function of downtown Belize into consideration. The current
development where residents are leaving the city should be reverted as soon as possible.
b. Urban Heritage Styles
Within the architectural landscape of Belize, various types of Colonial-style architecture have been
meshed together to form the country’s distinct architectural typology. This typology has been shaped by
two predominant phases in Belize’s history. The first phase is defined by the hurricane of 1931 that
devastated the city. The second phase is marked by Hurricane Hatti of 1961 that again destroyed the city.
Within these time periods colonial architecture existed depending on the settlement of the British and
Baymen (Spaniards) logging mahogany and trading around the Belize river delta, known today as the
Haulover Creek. This area is now composed of various colonial homes representing higher-income
residents. The socio-economic gradient shifts toward lower-income residences the farther the area is from
the river and canal to the east of the city. This transition is perhaps related to the growth of the city due to
the river and canal accesses made by later British influences.
The dominant type of architecture found in Belize is English colonial architecture. The English colonizers
began constructing the first homes in Belize; however the style that they established for Belize (British
Honduras at the time) was unlike anything the British colonizers had done before. Their preference for
brick was replaced by wood since it was readily available. The colonizers created homes made entirely of
wood with slight influence from other architectural styles. The Dutch influence added half round dormers
to the roofs, the French style added shutters, the British style added the “Union Jack” rail and the Spanish
style added clay tile and iron railings. The decoration ranged from simple to elaborate but regardless,
most homes expressed classical European details such as column capitols, bases, entablatures, arches and
plinths.
c. The influence of Belize City’s first settlers on local architecture
The first Baymen settled in the Belize City area in the 1650's. They were buccaneers and pirates trying to
outrun the Spanish rulers in Mexico and Central America. They found that they could make a living
cutting and selling logwood to the home country. Many of the first Baymen settled on what is now the
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North side of Belize City. They controlled all affairs of municipal and national government through the
Public Meeting.
The British and Spanish engaged in frequent dispute over the territory even after the 1763 Treaty of Paris
established the former's rights to cut logwood. The Baymen were chased out no less than four times
between 1717 and 1780. Treaties in 1783 and 1786 gave them more security, but only after the Battle of
St. George's Caye in 1798 did the Baymen have full control of the settlement, affirmed by its admission to
colonial status in 1863.
Looking at the time period between the 1800’s and the 1900’s there may have been settlements
established by the Spanish but the typical clay roofs, and concrete or stucco remnants of Spanish
architecture as commonly found in the northern borders of Belize in Mexico (Merida) is lacking. It may
be safe to assume that the British may have then populated the establishment of their colonial architecture
within the 1900’s bringing with them different typologies, namely the French and the Dutch influences.
Spanish influence was the least evident and remains perhaps only in iron expression for fences, rails and
grills.
Homes from the Archives primarily show a combination of British and French colonial architecture.
However the use of brick is a dominant factor as well when identifying architectural elements. Bricks
were used as ballasts for cargo delivery and used to build many basement and structural frames. Some
homes were built completely of brick reminiscent of the British trade. The finest colonial structure
in Belize City, Government House (now the House of Culture Museum) is said to have been built to plans
by the illustrious British architect Sir Christopher Wren with a combination of Caribbean Vernacular and
English Urban architecture. Erected in 1812, it was once the residence of the Governor General, the
Queen's representative in Belize. After he and the rest of the government moved to Belmopan in the wake
of Hurricane Hattie (1961), the house became a venue for social functions and a guest house for visiting
VIPs.
French Colonial Architecture
General characteristics of a French Colonial dwelling include a raised basement, which would support the
floor of the home's primary living quarters. Exterior stairs were another common element; the stairs
would often climb up to a distinctive, full-length porch, on a home's front facade. The porch roof was
normally part of the overall roof. French Colonial roofs were either steep hipped roofs with a dormer or
dormers or a side-gabled roof. Porches were often accessed via French doors.
Similar to traditional colonial styled homes, the French Colonial was symmetrical in every aspect. The
facade of the home had a center door that was flanked with an even number of windows on either side.
The second story windows were also fashioned in the same style. The most notable element of the French
Colonial is perhaps the large, open (or occasionally enclosed) front porch. It was not uncommon for the
porch to also wrap around the entire home. Nearly all French Colonial homes employed the use of large
porches. This allowed the home to be more open and welcoming, as well as allow fresh air to keep it
cooler.
The porch was important for the French Colonial because the homes generally contained no indoor
hallways. In order for residents or guests to navigate from one room to another, they would need to go
outside and use the porch. The porch was, in essence, the hallway of the French Colonial. The roof of the
French Colonial was usually a very steep pitched roof. Occasionally, the roofs would have flared eaves
that overhung (to accommodate the large outdoor porches.) The exterior of the home was made from
stucco or some form of siding and occasionally, (but not frequently,) from brick.
Dutch Colonial Architecture
Colonial Dutch style houses are usually smaller than most, and are only 1, or sometimes 2 stories. The
roofs of Dutch colonial houses were steeply pitched, usually in one or two stages, rather than one single
roof line, and include flared eaves. The modern use of the term is to indicate a broad gambrel roof with
flaring eaves that extend over the long sides, resembling a barn in construction. The early houses built by
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settlers were often a single with additions added to either end (or short side) and very often a porch along
both long sides. Typically, walls were made of stone and a chimney was located on one or both ends.
Common were double-hung sash windows with outward swinging wood shutters and a central double
Dutch door.
Other Distinguishing Characteristics:






Central entrance
Dutch entrance door
Double-hung windows with small panes of glass
Exterior may be made of a variety of materials, such as clapboard, shingles, cut stone, brick or stucco
Second-story dormers through the roof are common
Chimney rarely in the center
Belizean Tropical Architecture
“Throughout the country, the most common type of architecture is the wooden house on stilts with simple
wooden shutters and 2 verandas – one at the front entrance where visitors can be entertained and one at
near the kitchen for easy access to the laundry lines in the backyard, or to the water pipe at the corner of
the yard for filling buckets of fresh water. Even at sizes ranging in dimension from 18’ x 20’ to 24’ x 36’,
most of these houses have at least two small bedrooms and an open kitchen/dining/living area, divided to
ensure that the prevailing trade winds make it to every room in the house. The shade under the house
serves as additional living space to entertain friends, wash clothes, hang a hammock or store materials for
house additions and repairs. The houses may be brightly painted, or not but are usually a hive of activity
with the radio blaring, dogs barking, children playing and colorful laundry floating in the breeze.” 6
2A11. Environmental Issues
[A full strategic environmental assessment (SEA) is provided in Volume III, Annex 7]
Belize City is a beautifully and naturally endowed water- city. Flanked by the Caribbean Sea and blessed
with a rich network of streams, rivers and canals. Regardless of its low-lying lands and vulnerability to
storms and hurricanes, it is a beautiful environment worth conserving. It is vital to maintain Belize’s
natural and cultural assets, such as the mangrove reserves, barrier reef, rain forests, as well as its historical
heritage. Therefore, it is important that development does not continue to occur in the same hap-hazard,
uncontrolled way that it has in past years. As it is, housing projects that have not been properly planned
and have not been designed to take into consideration environmental aspects have been the downfall of
Belize City. Inadequate infrastructure only contributes to the dire situation the inhabitants of these
housing developments face on a daily basis as they commute to and from their homes. Tourism, though it
has been a blessing for Belizeans by increasing revenue, creating job opportunities for locals and
encouraged foreign investment, has also brought with it concerns for Belize’s pristine natural
environment and caused stress on Belize City itself. This can be seen in the deterioration of the streets
transited heavily by larger tour buses almost on a daily basis. The city’s roads were not constructed with
this in mind and now the results of improper planning can be seen.
The following threats to Belize City are described, along with their corresponding environmental impacts:




6
Mangrove Deforestation and Wetland Reclamation
Climate Change
Surface Runoff and Drainage
Air and Visual Pollution
Excerpt from http://www.travelbelize.org/about-belize/architecture/architecture.html
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a. Mangrove Deforestation and Wetland Reclamation
Belize City was founded in the mid 17th century by British lumber harvesters. Back then, much of the
land clearing activity was for development, which included residential dwellings and commerce. The
circumventing ecosystem consisted mainly of dwarf red mangrove forests and waterlogged areas. This
ecosystem was created as a result of the local rivers and creeks that fed these systems and thus an ideal
location for the harvesters. Modern Belize City, with a population reaching 79,000 inhabitants is in need
of available land space to accommodate its increasing population. Population growth has forced residents,
investors and politicians to declare these areas as a residential subdivision and until recently for industrial
or tourism use and as such have embarked on land reclamation schemes; most recent are the Belama
Phase II, III and IV as well as the Mile 8 communities and Port of Belize among others.
The action of land reclamation involves the direct ecological impact of removing the mangrove forests
and prime wetland habitats for residential housing and industrial subdivisions as well as its associated
infrastructure. The notion of reclaiming these ecosystems is classified as major deleterious. A fact
accepted by land seekers in all walks of life. On the outer extremes of the city, where no land has been
politically declared, poorer residents have embarked on having their own piece of the jewel by illegally
squatting in mangrove and swamp land areas. This wanton action has resulted also in mangrove
destruction and wetland reclamation. The squatters would clear the mangrove stands or wetland and erect
their ‘houses’ on stilts with interconnecting ‘London bridges’ to neighbors and streets. Not only is the
action illegal, but the ramifications are expounded by the fact that many live in insanitary conditions.
These conditions include no water or sewage treatment, accumulation of solid waste and water stagnation
which leads to water borne illnesses and pest infestations and diseases. This trend coupled with the need
to accommodate an ever expanding Belize City has resulted in the eventual deforestation of the mangrove
forest and reclamation of the wetlands and waterlogged areas. As a result of this action, there have been
indirect impacts to wildlife and other organisms which inhabit these ecosystems. These indirect impacts
vary in scale and magnitude and include loss in biodiversity, environmental disturbance, food chain
alterations, species reduction and migration.
Spatial data obtained in recent investigations and research confirms the abovementioned actions of
making land available for a growing Belize City population. The table below shows the forest cover for
the greater Belize City area over the past 40 years and how it has been reducing as the city has been
expanding. Much of the land clearing has been for residential homes and until the last 20 years for
industrial activity as well.
Table 2-5 Belize City Development & Mangrove Forest Area
Year
Total Area
(mls²)
Development
Area (mls²)
%
Mangrove
Area (mls²)
%
1969
9.5
2.01
0.21
7.49
0.79
1988
9.5
4.4
0.46
5.1
0.54
2005
9.5
6.4
0.67
3.1
0.33
2009
9.5
6.48
0.682
2.3
0.24
*source from RAF Imagery and Google Earth
b. Climate Change
Like many other low-lying coastal nations, Belize is vulnerable to the effects of climate change. Its
geographical location leaves the country exposed to the risk of rising sea levels and increasing frequency
and intensity of tropical storms. Records of average temperatures at Philip Goldson International Airport
(PGIA) between 1960 and 2010 indicate a gradual increase from 26.0 to 26.9 C. Previous studies indicate
that El Nino Oscillations are correlated with climate change. Increased oscillation events have been
shown to lead to greater variability in the distribution and timing of precipitation, resulting in alternating
periods of heavy rainfall/flooding and drought, as well as tropical cyclones.
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A study conducted in 2010 by the UNDP (Modeling the Transformational Impacts and Costs of Sea Level
Rise in the Caribbean) analyzed the extent of impact to infrastructure and the population based on a 1
meter sea level rise scenario coupled with a 1 in 100 year storm event. The results from this analysis
indicate the following would be affected due to flooding:



9% of Belize’s land area;
13% of the population;
15% of the urban area;


36% of the wetland area;
95% of major tourism
resorts;


100% of airports; and
16% of road networks
Increased precipitation fluctuations have and will continue to also correspond with periods of drought.
Previous episodes of prolonged water shortage have resulted in reduced potable water supply and
saltwater intrusion into local rivers beyond their normal range. Indirect impacts include increased water
consumption as well as electricity usage for water production. From January 2004-May 2005, Belize
decreased significantly reduced rainfall. During this period, 15.6% more electricity was consumed to
produce water in Belize City. In attempts to reduce risk factors and overall vulnerability, the nation has
collaborated with many key donors including:



UNDP: Strengthening National Capacity for Disaster Risk Management BCP; Caribbean Risk
Initiative
IDB: Central American Probabilistic Risk Assessment in Belize; Regional Disaster Risk
Management Strategy for the Caribbean Tourism sector; and Risk Evaluation and Indicators of
Disaster Risk and Risk Management for Belize, El Salvador and Guatemala
CDB: Natural Disaster Management – Emergency Relief Hurricane Dean; Feasibility Study,
Expansion of Water and Sewerage Facilities; and Feasibility Study and Detailed Designs for River
Valley Water Supply System
In addition, the government has instated several policy instruments to manage disaster risk:






1970: The Reconstruction and Development Corporation Act
1992: The Environmental Protection Act
1999: The Coastal Zone Management Act
2000: Disaster Preparedness and Response Act
2003: The Belize Building Act
2007: National Hazard Mitigation Plan
c. Surface Runoff and Drainage
Belize City has constructed a series of canals and drains to properly drain the city from surface water and
storm water to avoid flooding. The construction of these waterways resulted from the need to properly
drain the wetlands as development progressed. Such examples are the Burdon Canal, Albert Canals, and
Regent Canal system that were created to drain the city from the aforementioned sources. This is
important considering the general topography of the existing city with is primarily flat with minor
elevations. This general characteristic and the fact that most of the city is at or a little below mean sea
level (MSL) is the primary reason for the flooding. In general terms, flooding in the city can be caused by
excessive rains, as has historically been the case, and by the outflow of the rivers and creeks as
experienced in 2008 with Tropical Storm, Arthur. Much of the city has a drainage systems that ‘ties’ into
these rivers, creeks and canals and as such are responsible to safely recede the waters.
The environmental impacts associated with surface runoff and drainage can be described as both direct
and indirect in scope and orientation. The direct impacts associated with the runoff and drainage is that
most of the drainage system is not designed properly to quickly discharge water into the receiving water
body. Likewise, this slow time frame can incur other direct environmental impacts, such as potable water
contamination due to contact with faulty septic tank systems and leach field/soak away, as well as with
open pit latrines and discarded solid waste. Other direct impacts include erosion and the transportation of
sediments (organic/toxic) to the sea. Surface runoffs can often transport other harmful constituents, such
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as hydrocarbons from fuel/oil spills, leaks, toxic chemicals such as pesticides, heavy metals and organic
matter from decaying organic components, such as grass, leaves, humus, food, etc.
Indirect impacts associated with this issue include the proliferation of pathogenic diseases and pests,
namely mosquitoes. Other indirect impacts include the clogging of drains due to lack of maintenance and
the interconnection with potable water impacts and stagnant localized flood areas. At the receiving end,
the transportation of hydrocarbons, sediments and toxic chemicals can have a ripple effect on the aquatic
environment that would lead to bioaccumulation in fish as well as the benthic filter feeding communities.
Collectively, the surface runoff and drainage problem in Belize is primarily due to poor environmental
planning and the need to enforce appropriate and standardized drainage plans for the city and surrounding
communities. Not only will this alleviate the drainage and flooding, but would safeguard against the
transportation of unwanted contaminants within the runoff.
d. Air and Visual Pollution
The present problem of urban air pollution is everywhere and although not a serious problem in Belize
City, there are concerns with the ever increasing population growth and its dependence on mechanized
means for transportation and energy generation. These factors are a major source of ambient air pollution
that if not adequately address can lead to serious environmental health related risks. The following
summarizes the risk sources:

Traffic and Air Pollution- There is a correlation between population growth and an increase in air
pollution as a result of vehicular emissions. There is a basic premise that people need to move
around for a variety of reasons and during this time, the potential for air pollution is at its peak. Thus
the majority of the city’s air pollution is derived from the smoke and exhausts produced by vehicular
activity (ozone depleting substances and diesel exhausts). This problem is further compounded by a
lack of enforcement and the visual evidence of excessive smoke and emissions produced by some of
these vehicles.

Domestic Usage – Domestic usage refers to the use of ‘fire hearths’, ‘pits’ and domestic cooking or
food preparation for restaurants and food retailers. There are a growing number of city residents who
do outdoor cooking either by necessity, recreational or business. Domestic usage also refers to the
use of household products such as aerosols, and propellants that contribute to ozone depletion.
Although not a major significant contributor, the cumulative effect of the sources are vital
environment indicators considering population growth.

Light Industrial Activities – The recent increase in light industrial activities is a view of concern,
especially with the emission of new and more fatal pollutants and a general lack of enforcement and
proper zonation schemes. Locally these sources are insignificant and only impact the immediate
environment but collectively these sources incur a cumulative effect on the City.

Others – This category covers a broad spectrum and may occur in isolation or in conjunction with
the previous sources. Examples of these include the burning of refuse or garbage, the burning of
vegetation, either naturally or intentionally as well as the generation of suspended particles such as
dust from unpaved roads, etc. The burning of the dumpsite at Mile 3 was a major incident that
affected the circumventing residents. The fire started on the 15th May, 2009 and then later rekindled
on the 26th May, 2009 when drastic measures were taken to control and extinguish the fire. The
residents as well as the fire fighters were exposed to the burning waste.
In considering Belize City, its location and type of activity, the potential for air pollution is insignificant
compared to other regional cities. Without a quantitative analysis, it’s difficult to predict the correlation
pattern and associated health incidences attributed to ambient air pollution. Nevertheless, these sources by
themselves don’t carry much impact but collectively they can be regarded as potential impacts to the air.
As for the visual pollution, this is really a new classification and generally is the term given to
unattractive and man-made visual elements of a vista, a landscape, or any other thing that a person does
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not feel comfortable to look at. Visual pollution is an aesthetic issue, referring to the impacts of pollution
that impair one's ability to enjoy a vista or view. The term is used broadly to cover visibility, limits on the
ability to view distant objects, as well as the more subjective issue of visual clutter. Therefore, in context
visual pollution would relate to old and derelict buildings, incomplete structures, littered roadside and
residences, overgrown areas as well as cluttered alleyways etc. This especially applies to the Belize River
and Haulover Creek that have old structures within the river that make it an eye soar. On the south side,
the presence of old, discarded and non useable or abandoned vehicles are forms of visual contamination
as well, especially at automotive repair shops. Some of the old buildings can be restored and become a
historical site, while other can be simple destroyed. It is mindful though, that these pollution impacts are
minimal compared to other Central American City simply by the size of Belize City. Nevertheless, it is
important to identify and provide a suitable solution for the city.
Direct impacts related to air and visual pollution is the generation harmful toxic chemicals such as dioxins
and ozone depleting chemicals on the human environment. Secondary impacts associated with smoke,
exhausts, VOCs are health problems mainly cardiopulmonary diseases, lung cancer and acute respiratory
infections as well as skin allergies due to exposure. As for visual impacts, the primary impact is mainly
aesthetic in nature. Other impacts include health and safety hazards to infestation and building or
structure collapse. Secondary impacts related to these safety issues.
2B. Institutional Frameworks and Governance
If rapid urbanization is to be harnessed for its potential to deliver inclusive and sustainable growth and
improved livelihoods for urban residents through a Master Plan, the city and its local government will
need to be positioned to deliver it. Yet, a recurring theme in Belize City is the ambiguity and confusion
over the roles and mandates of national and local government actors in the delivery of services at the local
level. This is a major problem for Belize City and needs to be addressed. In Belize and in Greater Belize
City no metropolitan-scale organization exists to take clear responsibility for prioritizing Greater Belize
City investments and mobilizing capital to finance investment. A fundamental institutional structural
problem exists between the needs of the city and national government, on which it depends for financial
survival, and therefore cannot determine its own future.
2B1. Institutional Challenges to Master Plan Implementation
This section reviews the institutional challenges that could obstruct the implementation and management
of a Master Plan for Belize City. By understanding such challenges, a strategy and implementation
framework can be conceived.
a. Lack of Stakeholder Capacity
In order to assess the capacity of stakeholders, firstly, the key stakeholders were identified and their
significance evaluated in relation to the following criteria:







Information – Level of knowledge relevant to the BZCMP and city development in general that the
organization possesses
Expertise – Level of background experience related to the development of Belize City
Funds – Financial capacity of the organization to prepare and implement the BZCMP
Law – Level of access to and influence on legal instruments
Property – Level of regional property ownership
Affected – Degree to which they are affected by future urban development
Influence – Level of organizational influence on local urban development issues
The matrix below presents a summary of the evaluation. Darker blocks represent the highest level of
impact/influence and lighter represent the lowest level of impact/influence. This overview has been
prepared based on an assessment in close collaboration with selected key staff within the government. It
is considered a fair (but not absolute) reflection of the involvement of the different stakeholders and it is
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intended to stimulate discussion among stakeholders and therefore subject to change in further updates of
the Master Plan.
Table 2-6 Stakeholder Capacity Assessment – Strength of Influence
STAKEHOLDER
Information Expertise
PROJECT FACTOR
Implementation Instruments
Funds
Law
Property
Affected
Influence
Public
Restore Belize
City Council
Village Council
Local Building Authority
NICH
Belize Tourism Board
Ministry of Local Govt.
Ministry of Education
Ministry of Housing and Urban Dev.
Central Building Authority
Ministry of Tourism
Ministry of Economic Dev.
Ministry of Works
Ministry of Transport
Ministry of Police
Private
Belize Hotel Association
Belize Tourism Industry Assoc.
Belize Cruise Tourism Tour Guide Assoc.
Belize Tour Guide Association
Fort Street Tourism Village
Key: light (weak), dark (strong)
In summary, the overall capacity on urban development issues in Belize (country and city) is considered
weak as the urban population is relatively low, with few urban development specialists and architects
working for the government. Belize City Council recently recruited an urban planner, but relies mainly on
engineers for urban development issues. The Ministry of Housing and Urban Development and the
Central Building authority are understaffed as well as the Ministry of Local Government. NICH and the
Ministry of tourism are well staffed with excellent professionals, but not in a relevant field for this
project. The Ministry of Environment and Natural Resources is probably the best staffed ministry in this
field. Therefore, for the Master Plan, close collaboration with this ministry should be sought.
In theory, but also from a practical and democratic point of view, the BCC should be in charge of the
overall urban development of Belize City. However, the reality at the moment is different and sectoral
ministries are taking control over respective sectoral urban development projects often leaving these
projects for the BCC to manage and maintain due to the low capacity of the City Council.
Considering the above, it is advisable to design a major capacity building program in Urban Development
as soon as possible to ensure efficient implementation of the Master Plan. This capacity building program
should mainly focus on the following organizations:







Belize City Council
Ministry of Housing and urban development
Ministry of Environment and natural Resources
Ministry of Tourism and Culture
National Institute of Culture and History
Ministry of Local Government, Labor and Rural Development
Members of the private sector
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2012
However, the larger problem of a clear institutional framework to implement and manage the Master Plan
and take control of the city’s own development still needs to be addressed.
b. Lack of Inter-Institutional Communication
Presently, there is a lack of coordination and cooperation between government officials and local
politicians when implementing national policy and there is corresponding lack of communication between
central and local government staff in the planning and implementation of projects. Most urban
development and housing regulations take place at the national level, rather than the local level. For
instance, the Ministry of Housing and Urban Development, the Ministry of Natural Resources and the
Environment, and the Ministry of Works play a large role in the provision of urban and residential
infrastructure. Implementation of projects is mostly done by Central Government organizations which
often expect the City Council to take over operation and maintenance when the project is implemented.
Since the City Council is not involved in the planning and implementation of the projects, they are
unaware, lack the technical knowledge and do not own the project, which often results in the rapid
deterioration of many implemented projects.
Again, this highlights the problem of requiring a clear institutional framework to implement and manage
the Master Plan. For the implementation of the BCMP, this results in 2 options:
(i) The responsibility for implementation of the BCMP will be with the relevant national government
that has most capacity: the Ministry of Environment; or
(ii) The responsibility for implementation of the BCMP will be the local authority responsible for
urban development (but does not necessarily have adequate capacity)
Although institutionalizing the BCMP within the Ministry of Environment seems a quick and save
solution this might not work longer term and it would therefore be more sustainable to make the city
government responsible for its own development considering it is the main player in urban development
in Belize city. This however needs to be supported by a major capacity building programme (see above)
and a clear legislative framework.
c. Lack of Legislation and Relevant Government Acts to implement the Master Plan
There are several important, national laws that have a bearing on the performance of urban development.
In spite of these laws there is still a lack of instated mandates for land use planning and zoning in urban
areas, and the consequent absence of land use plans in all municipal areas. There are no restrictions on the
conversion of land from rural to urban use on the fringe of cities, and no effective implementation of
restrictions on buildings, be it on the outer periphery of inland cities and towns. The conversion of land
for urban use, either for residential, commercial, industrial, cultural or tourism purposes, is therefore not
regulated. Currently, the environmental laws (i.e. The Forest Act, The Disaster Preparedness and
Response Act, The Environmental Protection Act, The Coastal Zone Management Act) have the authority
to place restrictions on the conversion of land to urban use.
The legislative tools described below are some of the primary acts and laws that have been implemented
to address issues related to land-use and master planning in Belize. Acts that are relevant to the UDP are
described as well as those relevant to heritage management. Currently, there is no existing act that would
legally enforce the implementation of the Master or Urban Development Plan.
Housing and Town Planning Act
In principle, this appears to be the most relevant (existing) act to which the master plan should be
anchored, as it contains provisions for urban redevelopment. It is the duty of the Central Authority “to
cause the area to be defined on a plan, and to pass a resolution declaring the area so defined to be a
proposed re-development area; and to prepare and submit to the Minister a redevelopment scheme”,
particularly in the event that:
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




2012
the area contains twelve or more houses;
at least one-third of the houses in the area are overcrowded, or so arranged as to be congested;
the area is unfit for human habitation and not capable at a reasonable expense of being rendered so
fit;
the industrial and social conditions of the district are such that the area should be used to a
substantial extent for housing;
it is expedient in connection with the provision of housing accommodation that the area should be
redeveloped as a whole.
However, discussions with the CEO of the Ministry of Housing revealed that the Housing and Town
Planning Act has become irrelevant and has been taken over by the Central Building Act (see below).
Nevertheless, this former town planning Act can still be used as a basis for any new potential Act
necessary to institutionalize the implementation of the Master Plan.
Belize Municipal Act
The Belize Municipal Act describes the functions of the City Council and its by-laws. The act mainly
deals with the maintenance, control, and repair functions of the City Council and does not make mention
about any forward looking planning and/or management of the city. With regard to the Project, this act is
primarily significant for its jurisdiction on local drainage/sanitation, waste, parking etc. The act also
mentions that where any land is required for public purposes by the Council such land shall for all
purposes be taken to be land required by the Minister for public purposes, and may be acquired in the
manner prescribed by the Land Acquisition (Public Purposes) Act.
A new draft Municipal Development Act for Belize City is available. The Act has recently been
submitted to the National Assembly for its first reading at both levels of parliament and is expected to
pass soon. While the status of this draft act is currently not clear, Article 43 of the act states that “Every
municipal authority shall develop municipal development plans according to the needs of the municipality
and implement the municipal development plans in collaboration with stakeholders including civil society
and the business sector”. However, the act does not further specify the entities responsible for approving
the development plans; it also does not describe the basic feature of the plans and the financing thereof.
Land Utilization Act
The Land Utilization Act makes provisions for the creation of special development planning areas
through which development plans can be made. In the amendment of this act, several areas were
specified, but they all seem to be outside Belize city Boundaries. This act has been the basis for the
Belmopan Master Plan, though at the time it was merely a subdivision plan for the new capital.
Land Acquisition Act
The Land Acquisition Act sets the rules for land acquisition and compensation. Although important as an
implementation tool for the Master Plan, once approved it does not seem to be very relevant as its legal
home.
Central/Belize City Building Act
The Central/Belize City Building Act is responsible for the management of building permits, and is in use
for both the country and the city region. The BBA is part of the Central Building Act (Central Building
Authority) while the LBA is under the responsibility of the City Council. Conflicts tend to arise between
the Central and Local Building Authorities as they each challenge the other’s capacity to apply and
monitor this act.
Belmopan Master Plan
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The only existing Urban Master Plan in Belize is the Belmopan Master Plan, prepared by the Department
of Land (within the Ministry of Natural resources) following the Land Utilization Act. After its
preparation the City Council was made responsible for its implementation. While the Belmopan Master
Plan is in existence, it has not really been implemented and although referred to in the Land Utilization
act it is not really incorporated. Planning activities take place without consultation of the plan and without
legal platform. It seems that this plan was made as a sub-division plan rather than a complete Master Plan.
NICH Act
The NICH Act is the basis for the establishment of NICH and therefore not directly relevant to the Master
Plan. However, NICH is currently preparing a National Heritage Act that would give legal protection to
all listed heritage in the country. The heritage will be stipulated as a national policy with the goals to
promote the permanent preservation of lands and tenements (including buildings, infrastructural works
and in-tangible heritage) of beauty or historic interest and to protect natural landscapes (so far as
practicable) and for the conservation of plant and wildlife. The Act will reference a special historic
housing database to be established by each locality7. Different categories will be established for different
types/classes in the data base; through the act, the houses will receive varying degrees of protection
according to their categories.
Special Legislation for Fort George Zone
The Ministry of Tourism has established a draft legislation to manage the Fort George area as a special
zone where special regulations can be applied. This special piece of legislation was prepared by Mr.
Gandhi, the special legal advisor to the PM and is administered by a committee composed of the CBA,
BTB, BCC, among other. While this is an important piece of legislation that could be used by the trust
and possibly be modified for its own purposes, it also has the potential to raise complications. As the
management of the laws is under a group of affected (government) organizations, and the NICH is not a
part of the committee, the Trust in itself would require specific rules for different buildings. This might
result in an additional level of legislation for the Fort George Zone. The Special Legislation for the Fort
George Zone is still in draft format and thus has yet to be approved.
The absence of a regulatory and institutional regime governing urban development and planning in Belize
City means that the successful implementation of the urban development scenarios and Master Plan for
Belize City may have to depend on (i) the revised Municipal Act; (ii) a (revised) housing and town
planning act; or (iii) project-by-project sectoral legislation.
Presently, the government is working on several initiatives that should allow for more effective
coordination and execution of Master Development Plans in the future, including the development of a
National Land Use Policy and Framework, the approval of a new Municipal Development Act, and the
development of a National Coastal Zone Management Plan. This leaves an important opportunity for this
Master Plan to be implemented as a pilot and demonstration project preferably under the new Municipal
Act.
d. Physical Boundaries of the Master Plan
Another challenge for the Master Plan’s implementation is the existing physical boundary of the project,
which comprises 60% of the total land area of the city. While the remaining areas of the city, and the
greater Belize City region (e.g. Ladyville) will receive strategic directions for future development, the
City Council might find it difficult to defend the fact that only a section of the city will witness the
execution of the Master Plan. New legislation should therefore take this distributional inequity into
consideration.
7
It is advisable to start with Belize city as a pilot example before expansion to other cities or areas.
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2B2. Financial Challenges
a. Lack of City Finance for Urban Development
The total revenue generated per year by the Belize City Council is approximately BZD 13.324 million
and comes from the following sources:






Property Tax - $5.0 (38%)
Trade - $3.0 (23%)
Liquor - $0.70 (5%)
Traffic - $4.049 (30%)
M. Court - $0.280 (2%)
Others - $0.295 (2%)
Only BZD 2,676,000 comes from central government transfers (Subvention BZD 1.476 million and
Tourism Enhancement BZD 1.2 million), representing 16.7% of the total BZD 16,000,000 budget. The
total 2010 expenditures of the BZD 16 million were allocated as follows: Salaries (BZD 3.9 million),
Sanitation (BZD 6.5 million), Debt Service (BZD 0.6 million), and others (BZD 5 million). The Others
category includes: Gratuity & Pension, Maintenance of Infrastructure & Equipment, License Accessories,
Stationery Supplies, Revenue Commission, Vehicle & Office Equipment, Charitable Donation, Social &
Community Programs, Interest Expense, and Capital Expenditure.
The overall budget is prepared by Director of Finance and any expenditure over BZD 5,000 must first be
approved by the Council. From the Council, it is then sent to the Ministry of Local Government before
being endorsed by the Ministry of Finance. The Ministry of Finance does not allow any overspending and
as the budget is evidently very restricted, the council therefore sometimes runs into financial problems.
This clearly shows that most of the budget is spent on operational costs, of which the waste and sanitation
sector is the biggest spender. This leaves no space for any development projects which must entirely be
funded by external sources, such as donor agencies and direct central government funding. For the City
Council to take ownership of the city they should either increase their sources of revenue or receive more
central government funds.
Strengthening the City Council’s financial management capacity is therefore necessary, but will not
entirely solve the problem. A general review of sources of revenue (tourism or revenue from the harbor)
therefore must be reviewed simultaneously.
The Council currently has the legal authority to engage in public-private partnerships with private
investors. In Section 3 – (1) of the Belize City Council Act there is a clause which states that the Belize
City Council shall be a body corporate with perpetual succession and a common seal. Also within this Act
are the Amendments of 2002 which empower the Council to establish companies to float bonds and to
raise revenues. Then there is Belize City Council (Amendment) Act No. 19 of 2008 which makes
provisions for allocation of Portfolios. In order for the Councilors to carry out their functions they
invariably engage in public-private partnerships with private investors. Some classic examples are the
ongoing partnerships between the Council and private businesses to maintain some parks. The entire
operation of the Sister city relationships is premised on the principle of public-private partnerships.8
Belize City Council also has the legal authority to enter into loan and grant agreements. However, in
keeping with the provisions of Belize City Council (Amendment) Act (No. 19 of 2008) where a Financial
Controller is appointed, such agreement should be done with the approval of this Officer and both the
Ministries of Local Government and of Finance have to also be informed.
8
Belize City is twinned with the sister cities of McAllen, Texas (U.S.A.), Prairie View, Texas (U.S.A.), Moose Jaw,
Saskatchewan (Canada), New Orleans, Louisiana (Trade Relations), Ann Arbor, Michigan (U.S.A.), Evanston,
Illinois (U.S.A.), Rivera Beach, Florida (U.S.A.), Chetumal, Quintana Roo (Mexico), Havana City (Cuba), Yeosu
(South Korea). [Reference: http://belizecitycouncil.org/sister-cities]
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2C. Summary of Strengths, Challenges and Opportunities for Belize City
2C1. City Strengths
Belize City has many assets that have
been, and will continue to be,
fundamental to the city’s economic
development. These include its culture,
urban heritage, and natural resources.
The city is enmeshed in its multicultural history, as evidence by its
architecture, food, languages, and
people. The city’s flat topography
renders it easily accessible and it also
currently possesses an extensive bus
transport system. In addition, the
quality of Belize City’s natural
resources is noteworthy, consisting of
mangrove forests, wetlands, large
quantities of minerals, and an
expansive coral reef to the east. Its
mild climate, system of waterways,
and proximity to neighboring markets
are additional factors that contribute to
the city’s host of strengths.
Figure 2-7 Balancing Weaknesses & Strengths of Belize City
Weaknesses
Strengths
Uncotrolled
Development
Natural Resources
Institutional
Weaknesses
Urban Heritage
Hollowing-out
Downtown
Carribbean Location
Natural Hazards
Downtown Potential
Source : PADECO/iE, 2011
2C2. Weaknesses and Challenges for Urban Planning
While Belize City holds many unique advantages with which to position itself as a key economic and
cultural destination in Central America, at the same time the city faces considerable restrictions. The city
lacks the cohesive urban planning initiatives and regulatory frameworks necessary to ensure that local
development agendas are coordinated and aligned with the city’s development vision. This weakness is
likely to affect the continuity of development efforts.
However, the city itself is continually evolving, with an increasing number of the city’s residents moving
to peripheral communities, as well as a rapid influx of tourists, particularly cruise-ship tourists coming
ashore. While this lends itself considerably to the city’s economic growth, the facilities and infrastructure
to accommodate the physical growth are lacking. In addition, this transformation has brought with it the
challenges that often accompany unplanned population changes, such as urban sprawl, the abandonment
of the city’s downtown, and traffic congestion.
2C3. Opportunities and Threats
One of the main threats facing Belize City is its vulnerability to natural hazards and climate change. As
the coastal city is located at sea level, it is particularly at risk of being impacted by environmental factors
such as sea-level rise, flooding, and the salinization of local water bodies. In addition, an upward trend in
economic stimulus may result in further environmental degradation as development sprawl continues and
private motor vehicle ownership increases.
Despite these formidable threats however, the city has strong potential for sustainable growth. By
focusing on its residents and visitors, economic development, environmental and energy conservation,
and heritage conservation, the city can maximize growth opportunities that will improve the city’s quality
of life.
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SECTION 3
2012
URBAN DEVELOPMENT FOR GREATER
BELIZE CITY
3A. Vision for Greater Belize City
This Master Plan for Greater Belize City centers on a socially, economically, and environmentally
sustainable city. It is a spatial response to the compendium of issues that Belize City is currently facing.
Within this vision, both the city’s residents and visitors are of central importance to the city’s
development.
Figure 3-1 Leveraging Belize City’s Assets
The required development scenario will reposition Belize City robustly in changing
economic, national, regional conditions.
Improving the welfare, social conditions, and
Carribbean Image
prosperity of Belize City’s residents is
Historical C ity
Attractive
Centre
paramount to this scenario, which in turns
Waterways
promotes a destination that is attractive to
Young
laborforce
non-residents.
Belize City has the potential to attract people
with its Caribbean and Central American
image, its historical city center, the relative
abundance of amenities and specialized
urban and regional functions in the
downtown; and, the potential economies of
scale and economic opportunities these
functions offer; as well as its networks of
waterways and green and blues spaces and
landscapes.
Heritage
Buildings
English
Language
Prosperous City
Attractive Destination
Belize City boasts a diverse group of communities, languages and belief systems, and relatively young
population, which could increase its magnetic pull even further. Scores of enterprises could establish
operations in Belize City because they are heavily dependent on this (future) human capital. The quality
of life in the city has thus become an important economic factor.
All in all, Belize City holds sufficient assets to become economically robust. In order to actually bring
these assets into play, Belize City must develop the quality of the living environment in the city. This
includes attention to sustainability in all its facets, not only climatological and environmental factors. For
example, public spaces such as the Mule and the Battlefield parks, the canals and waterways (the river,
the creek, the coastal front) could be prosperous areas and sustain youth with more opportunities. Many
older neighborhoods and buildings are of great significance for the city. Because of their specific
character, they are an important component of heritage and a rich urban experience, which should be
capitalized. In terms of environmental sustainability, Belize City and its citizens must be prepared to
address the historical dynamic of natural hazards (hurricanes, storms, floods, etc) as well as the impact of
climate change, not only through defenses, but also adaption of natural ecosystems.
In the recommended scenario, economic development and sustainability will no longer be regarded as
each other’s counter-poles, but quite the contrary: they will be treated as extensions of one another. Clean
air, properties full of character, attractive, green and blue public spaces, a resilient and robust city capable
of adapting to natural hazards and climate change impacts, are all aspects with which the city can secure
the loyalty of people and businesses. In such a scenario, investing in sustainability is tantamount to
investing in the economy. The belt of communities, towns and villages around Belize City are a
fundamental component of a preferred scenario. The area in question (Greater Belize City), includes
beaches, rivers, forests, the international Airport the Burdon Nature Reserve, while Belize City is the
42
2012
central city, the core city, in this larger functional area. The recommended approach is elaborated from
this perspective.
3B. Approach to Achieving the Vision
Figure 3-2 sets out the conceptual approach for the Master Plan to achieve the vision, including overarching themes or principles from which strategies are formulated and finally focused development for
investment.
Figure 3-2 Master Plan Approach to Belize City
Vision
Over-arching
Themes
Macro Strategies
Downtown SubStrategies
Focused
Development
• Prosperous City and Attractive Destination
• Socially / Environmentally / Economically Sustainable
•
•
•
•
Economic Growth
City Safety & Security
High Quality Environment
Heritage Preservation
•
•
•
•
Downtown Expansion
Rural Integration
Waterfront Revitalization
Western Area Development
• Land Use / Housing / Social Sustainability
• Mobility / Tourism
• Institutional Development / Environmental Management
• Conceptual Urban Ensembles
• Priority Ensemble - Pre-Feasibility Studies
Source: PADECO/iE
3C. Over-arching Themes
The sections below discuss the over-arching themes or principles that the strategies for Belize City are
built on. The theme of heritage conservation runs throughout the Master Plan, but a separate chapter is
later devoted to heritage to explore its issues and solutions in detail.
3C1. Facilitating Economic Growth
It is important to begin recognizing Belize City (together with other cities in the country) as important
economic assets. They are the engines of national economic growth, creating jobs and economic
opportunities for increasing numbers of urban residents, not least rural poor migrants, who originate in
Belize and neighborhood countries, seeking work opportunities. Central to Belize City’s future success
will be the strength and sustainability of its economy, which will need to be robust and diverse enough to
perform alongside its Central American, Caribbean and international regional competitors.
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The Master Plan proposes a two-fold approach to growing the Belize City economy: an ‘infrastructure
asset’ approach at the scale of Greater Belize City; and a ‘cultural asset’ based approach at the level of
Belize City and its downtown. As a first approximation, they can be encapsulated in the following
objectives: improving Belize City connectivity at its various spatial scales; strengthening its authentic
character at various spatial scales with emphasis in downtown; and, diversifying its economic base at its
various spatial scales.
a. Economic Growth through Infrastructure Planning
There are least two strategic economic assets in Belize City. The first set includes the key infrastructure
hubs in national or even international networks, namely, the seaport, and the airports. The second set of
economic assets includes the functional economic area, referred as Greater Belize City. This area has the
potential to evolve as a system and cluster of small cities that would allow for specialization and the
development of synergies between them. The Master Plan proposes two central strategies to growing the
Belize City economy on the basis of these two sets of economic and infrastructure assets.
Creating Agglomeration Economies and Productivity Gains
Belize holds advantages by being a compact city, which should be maintained: Increasing population
and economic densities, shorter distances and less separation and segregation between the various urban
functions and urban communities (and the urbanization that drives them) are essential to achieve
agglomeration economies and productivity gains. Belize City as a compact city already possesses these
qualities. A general strategy consists therefore in the conservation, preservation, interpretation, redesign
and development of the most important quality of Belize City in this regard, namely, its character as a
compact city.
Clustering of firms brings economic advantages: Firms in many industrial and business service
industries value agglomeration economies. Firms prefer to concentrate in proximity to other firms
(agglomerating) engaged in the same or related product lines as well as in locations with good access to
domestic and international markets, such as concentration of industry and services in port cities and
metropolitan areas (system of cities). Simply put, as more firms in related industries and services cluster
together, costs of production may decline significantly (firms have competing multiple suppliers, greater
specialization and division of labour results). Even when multiple firms in the same sector (competitors)
cluster, there may be advantages because that cluster attracts more suppliers and customers than a single
firm could alone. It is in this sense that both a seaport (as well as the airports) of a national and
international strategic importance, such as Belize City Port, and, a metropolitan area, such as Greater
Belize City as the space of agglomeration and concentration economies, are two important economic and
infrastructure assets to be found in Belize City, which give it competitive advantages in creating these
agglomeration economies and accessing domestic and international markets.
Belize seaport is a key to city development: While this metropolitan area and system of cities (Greater
Belize City) has been the subject of inquiry and the spatial scale that the first phase of this Master Plan
project has addressed, the seaport is one of its more strategic development areas. Of particular interest for
the Master Plan is the evolution of the port, the port city relationships, the cruise port, and the renewal of
the harbor areas.
Satellite cities in Greater Belize City need to be well connected and contribute economic functions:
In addition to the challenge of facilitating population and economic density, it becomes important to
encourage the development of this cluster of small cities (Greater Belize City) by ensuring that the
various urban settlements, potential city clusters or city systems composing Greater Belize City, are well
connected to each other to gain from complementarities in their production, consumption, recreational,
environmental and service structures. For example, while some of Greater Belize City’s villages (such as
Hateville) could become market villages that would facilitate scale economies in marketing and
distributing agricultural produce. Other towns, such as Ladyville, could become towns that provide
localization economies for light manufacturing industries (connected to the port function; either the airport or the sea port), and the largest Belize City would provide urbanization economies, characterized by
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diverse facilities that foster sustainable and inclusive growth in business, government, health, and
education services .
Facilitating Connective Infrastructure
Productivity and competitiveness gains can be obtained from metropolitan specialization and its
connective infrastructure. For instance, firms related to the port functions (either sea and/or airport) may
want to localize in the peri-urban areas of Greater Belize city in close proximity to transport hubs. These
moves should be facilitated by the construction of connective infrastructure, which will allow firms to
retain most of the agglomeration benefits of Greater Belize City while minimizing the rising production
costs associated with congestion and higher land rents in Belize City and its downtown. As the country as
a whole expands its service sector share of employment this will allow for increasing concentration of
service sector employment in Belize City and its downtown.
Interconnectivity between settlements will promote economic growth: An effective infrastructure
spine and network at the scale of Greater Belize city, facilitating mobility, accessibility, and connectivity
is vital to a vigorous Belize City economy. As the quality of transport interconnectivity between
settlements (the villages, towns and cities) composing Greater Belize City, is closely related to urban
growth and urban productivity, investing in the quality of this inland transport network is a fundamental
key investment. Another high payoff for economic growth laying within urban infrastructure assets are
the key hubs in the national and international network, such as Belize City seaport, in addition to the
airports, electricity networks, and telecommunication systems. Improving Belize urban international (and
national) airport accessibility and size will reduce total air transport costs. The same applies to other
infrastructure, such as the stock and quality of electricity networks, and telecommunication systems that
contribute to both city and national growth.
Efficient inland freight routes connecting the seaport are essential to regional competitiveness: An
important intervention is improving Belize City urban seaport’s accessibility and size, as well as
efficiency, port infrastructure and handling, as these investments can reduce total transport and shipping
costs and improve regional competitiveness. In international trade, this is equivalent to reducing the
distance between origin and destination. As Belize City seaport evolves, urban freight transport will
become increasingly important as increasing congestion may occur on roads. This is already evident in
Central American Boulevard within the downtown area of Belize City. In this regard, the development of
the infrastructure project to extend Chetumal Street and a new Chetumal Street bridge is an initiative that
has merit in potentially alleviating Belize City seaport congestion, in Belize City downtown.
Short coastal shipping can be cost-effective and help alleviate inland congestion: An important
alternative to alleviating present and future port congestion that deserves further exploration by the City
will be short coastal sea shipping in locations where transport by barge or feeder ship maybe possible
around a bay, coastline or river or canal system (such as Bourdon Canal), to conform to an integrated
transport chain. Water transport, such as feeder containerships and container barges may provide an
alternative to road transport solutions, such as those proposed for Chetumal Street. The added value of
these ‘boulevards’ of the sea may include: more efficient, cost effective, less polluting freight transport;
reduced road congestion; better, more reliable connections, making Belize‘s City economy stronger and
more sustainable. If Belize City port were viewed not as the port continues to view itself, that is, as a
place where cargo interchange takes place, but as a strategic location in a supply chain, then its greater
value can be realised.
Revitalizing and Transforming Belize City Waterfronts
Waterfronts in Belize City are under-utilized city assets, which should be transformed: Belize City
holds potential for revitalization of the waterfronts (river-canal-sea-lagoons-lakes). Collet Canal urban
ensemble is a good illustration of these potentialities and redevelopment options. In all the waterfront
ensembles there are opportunities to transform existing vacant or otherwise underutilized land and
property assets into new economic uses. In all of them there are under-utilized properties as well as
brown-fields and under-utilized waterfronts. The Master Plan aims at the transformation of the
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underutilized lands and brown-fields of these urban ensembles, into thriving 21st century inclusive,
sustainable communities and their high quality places and living environments, organized and grouped
around these natural, and cultural and historical landscapes and assets, with a focus on the water, such as
the various waterfronts and wet-landscapes including those in the mangrove forests and their wetlands.
The old harbour area could be transformed into multifunctional neighbourhoods while preserving
its heritage and character: The old harbor area and its historic wet landscapes (as part of the so-called
Moving Bridge Urban Ensemble) could be converted into a modern, sustainable neighborhood that
combines homes and artisan jobs, reflecting Belize city historical downtown through a contemporary
adoption of the vernacular, as well as of the historical city street dimensions, block lengths, building
heights, density and mix of uses to deliver a high quality multifunctional neighbourhood, that maximises
sunlight and shadows, and views of the river and ocean water fronts and their green spaces. Thus, these
various urban ensembles can be reorganized as multifunctional neighborhoods, with a range of housing
types and a mix of multiple land uses to cater to middle classes who have left Belize city and those who
would supply the goods and services they will need.
These historic wet landscapes with aquatic areas would also facilitate storm water drainage, encouraging
biodiversity, the creation of new habitats, informal amenity areas and formal areas of public open space.
Visible residential communities, employment, and activities will add safety and appeal to the areas:
The projects within the urban ensemble will include multiple land uses development. They will comprise
a variety and mix of housing types and tenures, such as homes designed for home-working use and small
scale employment, so as to ensure that there is a resident community present through the working day and
ensure safety, which is not the case today. They can be organized around these natural and cultural assets
(river-canal-ocean waterfronts), and, will include new economic activities and places of employment,
shops, commercial space, services, schools, health centers, library, theatre, concert hall, gym, and other
community and leisure facilities, urban habitat and biodiversity re-creation.
Multifunctional eco-infrastructure should integrate the city’s blue and green networks: As already
proposed in the recommended scenario, the careful redesign of the blue and green networks (the wet
landscapes) and their open and public spaces within these urban ensembles and waterfronts, in
combination with higher densities, is essential to deliver the necessary quality of this newly recreated
high quality living environments. Thus, the physical environment of the city and its urban ensembles will
be improved through the re-creation of this network of blue and green spaces, a key feature of which
includes the river and ocean waterfronts, connected by a central park axis (Collet Canal as such) in the
form of multifunctional eco-infrastructure and landscapes. This multifunctional infrastructure also
includes a network of squares and public parks that provide open spaces for recreation and social
interaction, natural urban habitat, and urban biodiversity, as well as the re-use of the historic
neighborhoods around the historic waterways and waterfronts. These networks ensure that the higher
densities (that together with shorter distances and less separation between urban functions and
neighborhoods, are the basic building blocks for the economic success of the Master Plan), and lack of
private open space will not problematic by providing spaces such as the redesigned Collet Canal
multifunctional park for all the community. Some of this green and blue space already exists in the
downtown.
Communities should be developed through design of the street network, which should also promote
walking and public transport: To be able to re-create these 21st century Belizean communities, it is
important to establish a network of civic and civilized streets and open spaces along which would be
located the various residential types. Housing should also be accompanied by local services, such as
markets, police stations, fire station, hotels, social housing, public parks, etc. In addition, the so
redesigned urban ensembles will have to be effectively integrated within themselves and into Belize
City’s wider urban structure through an integrated multimodal mobility and accessibility network (of
cycle lanes, water taxi links, pedestrian routes, and car parking) that will encourage Belizeans to walk,
and bike, along tree lined streets and excellent public transport links to other neighborhoods and facilities
nearby.
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Follow-up projects should develop the themes and proposals of this Master Plan: Transforming the
underutilized lands of these urban ensembles into high quality living environments organized around
these natural, cultural and heritage assets (the natural-cultural-heritage asset approach to begin growing
the Belize City economy above) requires that follow up projects elaborate on this Master Plan, that is, on
proposals for the intended layout of the urban ensembles (and their totality) including proposals for
movement, multiple land uses, blue and green networks and open and public spaces, flood mitigation
strategies, density, blocks and even buildings, in three dimensions (all of this matched to an
implementation (institutional and prefeasibility) strategy.
Components of Plan to Transform the Waterfronts

A network of civic and public spaces developed as distinctive public amenities supported by a public
financing strategy focused on initial public investments in basic infrastructure (streets, utilities and
public parks and trails) to serve as catalysts for high-quality private development on priority sites in
supporting Belize city’s transformation to a twenty-first century lifestyle city;

An increased program of free and sponsored events that bring people to locations on the waterfronts;

Accommodations for diverse land uses along the waterfronts, including the working Belize City sea
port, hotels, commercial, retail and flex office/light industrial;

The plan would envision the development of primarily dense low to mid rise residential
neighborhoods with service retail, cafes, bars and restaurants, entertainment venues, and other uses
that support year-round activities;

New development which maintains a character and a charm consistent with current Belize City
building vocabulary and quality of adjacent neighbourhoods;

A detailed strategy for wealth building to create opportunities for private investors;

A multimodal transportation and accessibility plan that includes facilities for public transport,
vehicles, bicycles, and pedestrians that shapes and serves walkable Belize city downtown
communities and links the four waterfront destinations (river-canals-ocean-lagoons-lakes) to each
other, connects waterfront residents to employment nodes in Greater Belize City, Belize City, and its
downtown, and is an integral element of the Greater Belize city transportation network above;

A phasing strategy which concentrates initial public funding and therefore development on nodes of
public land near public transport facilities (such as the bus transfer station at Collet Canal), in order
to generate a critical mass of activity in key locations as well as to pace development. As part of this
follow up project, specific nodes, or, priority sites would need to be defined and in each one of the
urban ensembles and waterfronts

Institutionally speaking, a non profit corporation may need to be organized that acts as the steward of
the Belize River-canal-sea waterfronts to provide a benefit to all of the citizens and visitors of Belize
City. The fundamental purpose of this organization is to design, develop and manage the downtown
Belize River-canal-sea waterfronts. It will intend to transform the downtown’s three waterfronts into
vibrant destination location for recreational, cultural, and commercial activities for the residents and
visitors of Belize City. It will serve as a catalyst for high quality investment in public parks, trails,
maritime, residential, retail, hotel and other improvements that create a vibrant amenity, extending
Belize City to the river-sea’s edges (the conceptual design for Collet Canal urban ensemble tries to
capture this vision). Through the use of financing, land acquisition and development capabilities, the
non-proft corporation will work cooperatively with Belize city’s local government, and the national
government to ensure the realization of the City’s vision for the downtown Belize River-canal-sea
waterfronts.
As the city’s economy develops, the nature of commercial activity will change and require new strategies
to attract investment and promote business retention. As previously mentioned, Belize City and the entire
country are facing a transition from a rural to an urban economy. During this phase, Belize City is
experiencing a hollowing out of its downtown. As Belize City reaches this stage, various redevelopment
options can play a vital role in transforming vacant or otherwise under-utilized land and property assets
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into new uses.9
Three main sets of interventions and redevelopment options are proposed. These options appear in what
we have been referring to as the five urban ensembles. Within these urban ensembles redevelopment can
take the form of:
(i) Transforming under-utilized properties and infrastructures to new housing or office space, and
multifunctional eco-infrastructure. This is the case of the Collet Canal urban ensemble;
(ii) Brown-field redevelopment (as in the case of the ‘Moving Bridge Urban Ensemble’)10 ;
(iii) The revitalization of Belize City main natural and cultural assets, namely, river-ocean-canal-lake and
lagoon waterfront redevelopment with improved amenities to attract and retain new economic
activities and businesses.
b. Institutional and Financial Strengthening to Expand Economy of Belize City
Policies are needed at the national level that enable Belize City to function as a gateway to international
markets and as a facilitating agent for domestic production and consumption markets. This cannot be
achieved by Belize City alone. National policy coordination is essential to ensure Belize City has
effective connectivity to the ports and other transport infrastructure, and to ensure appropriate linkages
and connectivity between Belize City and its hinterland (Greater Belize City) to serve as a market for
agricultural goods and a production center for agro-processing and marketing. Inter-government
coordination efforts are needed to facilitate such linkages.
Coordination mechanisms are required across all tiers of government to ensure effective
infrastructure investments: The spatial scale at which the economy of Greater Belize City operates does
not coincide with the administrative borders of Belize City. In Belize country there is no institutional
entity that covers this economic functional space. Consequently, decisions on infrastructure investments
at this scale seem to be made through complex and often inefficient negotiations between central
government, often multiple municipalities (villages, towns and cities), local authorities, and the private
sector. A critical part of this urban strategy for expanding the economy of Belize City involves filling this
institutional void, both in terms of infrastructure decision-making and financing. For this, it is important
to design efficient, multi-tiered coordination mechanisms for much closer collaboration across all tiers of
government (metropolitan and regional agencies) to support policy formulation and coordinated
interventions between national, metropolitan (Greater Belize City) and local (Belize City) governments.
As mentioned in Section 2, in terms of Belize City administration, it is important to update and rationalize
the legal and regulatory frameworks governing Belize City government affairs. Second, it is important to
strengthen data collection and management systems. Third, the Belize City local government needs to
improve the city’s capacity to engage in partnerships with community-based organization and NGOs.
Infrastructure investments require robust economic analysis to ensure bankable projects: There are
severe infrastructure service gaps and backlogs in Belize City. The Master Plan has begun to assist the
city by supporting preparation of inventories of these backlogs. These initial steps needs to be further
developed. In addition, it is important to support Belize City local government in conducting solid
investment project economic analysis and capital pre-investment planning and help the city to develop
bankable investment projects with associated budgeting for operating and maintenance recurrent cost
implications.
9
Increasing the spatial efficiency of production is inherently linked to how the same piece of land changes uses to
accommodate economic density.
10
An urban brownfield can be defined as any land or site in Belize City which had in the past been used and is not
available for immediate use without some type of intervention. Urban brownfields are areas which may be partially
occupied or vacant; they are sites that have been affected by the former uses of the site and the surrounding land; are
derelict and underused, may have real or perceived contamination problems, are located mainly in the downtown
and central urban areas of Belize City, and, require intervention to bring them back to beneficial use. Most of the
sites in the 5 urban ensembles and in the entire Belize City downtown may fall into this category.
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In terms of Belize City governance and leadership, it may be important to explore alternatives to the
current ways through which Belize City routinely conduct her business (regarding poor service quality,
cost, and delivery mechanisms), emphasizing a client-driven, end-user orientation in the provision of
services.
Various forms of financing should be sought in combination with governance reforms: In terms of
Belize City finances, in the next few years, public institutions are likely to play an important role in filling
the local credit gap. This will create an opportunity for innovative design in using public institutions, to
help channel private savings to the Belize City local government, without displacing private institutions
already active in the market. In order to eliminate biases that favor public credit over private credit, it will
be important to structure and segment the municipal Belize City credit market into those who have
capacity to access commercial credit and those that may need subsidies.
In the case Belize City has not yet reached credit-worthy status, using performance grants,
intergovernmental transfers, and municipal contracts can help by providing incentives for reform and
capacity strengthening. Performance benchmarks may include such items as timely preparation of budgets
and financial reports, greater citizen participation in setting budget priorities, better maintenance of
infrastructure assets, and measurable improvement in local service quality or coverage. If the Belize City
government performs well or meet the contractual standard, it will be rewarded with additional grant
funds and intergovernmental transfers. This could provide a formal framework to combine governance
reforms with financing incentives to make wise choices about urban investments. As mentioned above,
when credit markets come under pressure, as in the present financial global crisis, the Belize City local
government may benefit from having as many different and multiple channels as possible by which to
access private savings for credit provision.
c. Economic Growth through Cultural Heritage Assets11
Cultural heritage contains important assets to local urban economic development and poverty reduction in
Belize City.12 The preservation of key monuments in either the Belize City downtown or its five proposed
urban ensembles (such as the house of culture), will raise property values in neighbouring areas, thereby
increasing the local revenue base while making available additional resources to support local institutions
and public services. Key cultural heritage projects could also aim at improving poor and neglected Belize
City downtown areas and would have the co-benefit of being labour intensive, thus creating localised,
temporary work opportunities. The Master Plan‘s initial proposals in supporting cultural heritage are
characterized by a new generation of projects aimed at leveraging cultural assets to achieve economic and
social development linked to the culture and sustainable tourism sector.
Heritage in Belize City should be broadened into a multi faceted concept for economic growth: It is
important to closely link cultural heritage to sustainable tourism. Tourism is a very important leverage of
development based on local resources, but risks such as ‘touristification’ need to be addressed. Within the
Master Plan a database of built heritage is recorded, and a tourism strategy supported by an institutional
plan. To develop from this initial step into a strategy for economic growth and development based on
local resources, and begin to address the risks, the scope of urban cultural heritage needs to be broadened
away from an emphasis on isolated architectural objects and sites as ends in themselves, toward an urban
natural and cultural heritage concept that includes environmental and social factors as well as intangible
values. This highlights the concept of urban ensembles, which emphasize an interpretation of urban
heritage as an evolving inter-relationship between history, ecosystems, and culture; and sees this
interaction as a multi-layered integration of natural and cultural heritage.
11
Cultural heritage includes tangible heritage (monumental and physical remains of cultures including infrastructure
works such as the canals) as well as intangible capital (traditional knowledge, local practices, and cultural industries),
and natural heritage (such as the river and the coastal front).
12
This means investing in the cultural heritage of poor and marginal social groups, so as to bring change in their self
reliance and energies, which can then be supplemented by assisting them in finding innovative ways to improve
their livelihoods. Cultural heritage assets can then through these revitalization projects strengthen national and local
economies, provide incentives for job creation, improve the urban environment, and the quality of public spaces.
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Broadening the scope of the heritage component is important because the natural heritage (particularly the
rehabilitation of urban natural and cultural vacant lands, such as those to be found at the four waterfronts
of Belize City), may not suffer the financial obstacles and restrictions that urban cultural heritage may
suffer. That is why from a financial and feasibility perspective it is so important that the Master Plan in a
follow up project, integrates urban natural vacant lands (to be found in the 4 waterfronts and in all the
green and blue networks of wet-landscapes), to the rehabilitation and conservation of urban cultural
heritage sites. This integration is what the urban ensembles are all about, that is the urban ensembles are
urban vacant land territories, where there appears to be a continuity between the past and the present and
between natural and man-made environments.13 From this perspective, the urban ensembles and lands that
are blighted and idle, but which have natural-cultural heritage (such as those in the urban ensembles, but
also the historic ensemble), can also be identified as such urban vacant lands.
A cultural heritage preservation project that focuses on the urban rehabilitation of Belize City may
include the following components:











Implementation of a labor‐intensive public works program for physical rehabilitation;
Job creation and income generating activities (food, crafts);
Improvement of living conditions of the urban poor through access to services;
Rehabilitation of the built environment and improvement of urban infrastructure and the road
network, traffic management and road safety, enhancement of public transportation, and
management of air quality in Belize City;
Upgrading and rehabilitation of real estate assets; historic housing stock in the dilapidated areas of
Belize City historical ensemble, as well as historic public spaces, historic buildings and heritage
urban ensembles;
Preservation of the social identity of Belize City local communities
Preserve key monuments
Support of SMEs in Belize City, develop the local economy through the promotion of cultural
industries and sustainable tourism;
Local institutional capacity can be very weak making implementation challenging. Build capacity
and enhance the institutional framework.
Work with Belize City local communities and include investments to improve the living conditions
of the broader community where the cultural heritage site is;
Tackle the land use and property rights issues
An important step in the direction of this generic integral cultural heritage project is the proposal for the
Collet Canal Urban Ensemble as well as the proposal for the Haulover Creek Urban Ensemble.
The area of the Haulover Creek at the Swing Bridge is a focal point of heritage value in various
forms, which should be conserved and revitalised: The Haulover Creek ensemble is not only an
important gateway into Belize City; it may also be (with the other 4 urban ensembles) the entrance point
for the urban regeneration of Belize City and its downtown. This ensemble is the spirit of the city, where
relationships of every type are more dense, due perhaps to the combination of tangible and intangible
values that take place in this ensemble. The particular atmosphere of this ensemble may be due to the
particular combination of the various subsystems that compose Belize City, namely, the private economic
subsystem (represented in the retail environments along Albert and Orange streets, but also in the
financial center around Mule and Battlefield parks); the social-civic subsystem represented in the network
of public and open spaces (Mule and Battlefield parks, the bridge) and the intense street and mobility
activity (in Orange, Albert and Regent streets), including that in the moving bridge; and, the public
13
Lands or sites in Belize City within the urban ensembles which had in the past been used and are not available for
immediate use without some type of intervention; areas which may be partially occupied or vacant, areas that have
been affected by the former uses of the site and the surrounding land, are derelict and underused, may have real or
perceived contamination problems, are mainly to be found in the central area, and, require intervention to bring them
back to beneficial use. Most of the sites in the urban ensembles and in the entire Belize city downtown may fall into
this category.
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subsystem represented by the Court house, and, the nature subsystem represented by the river, the ocean
and their wet-landscapes.
Integrated conservation should be focused not only on the private and public subsystems, but it must aim
at investing in all these relations and four subsystems, using this unique urban ensemble as the entrance
point, through the notion of the return of the artisan (and of cultural and knowledge products (foods, craft,
etc), and cultural industries for the promotion of job creation and income generating activities for poverty
reduction), aiming at attracting creative activities, talents and industries leveraging on the high quality of
the physical and landscape spaces of this ensemble, as well as by combining old, vernacular and new
architecture. The Master Plan and the conceptual design for this urban ensemble should guarantee this
high quality that would attract creative activities and talents and give shape to a creative artisan ensemble.
In this way the strategic Master Plan will be focusing on creative conservation for effective development,
not just linked to tourism, but for producing new cultural values, promoting cultural collective memory,
and, stimulating new synergies to produce new and added value.
Such a revitalized cultural heritage urban ensemble will have an important impact on job creation and in
poverty reduction, thereby helping to expand the Belize City urban economy by:







Supporting labor intensive operations (physical rehabilitation); and creating local temporary work
opportunities, cultural heritage (labor intensive) projects could help improve poor and neglected
urban areas in Belize City downtown;
Promoting job creation and income generating activities (food, crafts, the artisan square);
Improving the living conditions of the urban poor (access to services);
Rehabilitating the housing stock in dilapidated Belize City downtown;
Preserving the social identity of Belize City downtown’s local communities; link productivity to
social identity; link craft and cultural industry to the tourism market, in sectors that employ women;
Promoting low‐tech solutions which are environmentally friendly;
The impact of the preservation of key monuments on raising property values in their neighboring
areas would increase the local tax revenue base, while making available additional resources to
support local institutions and public services delivery.
Vacant lands require conservation and rehabilitation: If we observe that if the value capital of Belize
city owes much to its natural-cultural urban heritage assets, this implies that in both cases of vacant lands
(natural and cultural) we have a depreciation of this urban capital, either due to site contaminationdegradation (in the natural vacant lands such as the 4 waterfronts) or due to its derelict and blighted status
(in the cultural heritage vacant lands). Several urban ensembles and areas, in Belize city downtown may
combine these two aspects: they are in need of conservation and rehabilitation of say its historic housing
stock (but also for new economic re-uses), but they are also in need of remediation plans to reduce the
land’s contamination, pollution and vulnerability to natural hazards and climate change impacts (such as
those in the waterfronts) .
This is very important because it terms of feasibility analysis (costs/benefits analysis), the Master Plan in
its follow up phase, can then begin to establish a relationship between:



the proposed definition of vacant lands;
typologies of those vacant lands (natural heritage type, cultural heritage type);
their characteristics (particularly their characteristics as public goods (the negative and positive
externalities and the risks and uncertainties of these type of projects)), and
 their the impacts, that is, the costs and benefits of the interventions which in turn are very hard to
predict. And this because they are related to three activities unique to these vacant lands´
redevelopment, namely,
- costs;
- site assessment;
- site remediation plan and direct costs of actual redevelopment plan;
- benefits;
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economic and social benefit for specific economic actors;
financial benefits for specific economic actors;
(these activities should be considered in the feasibility studies of the follow up project
From a financial perspective, remediation and redevelopment activities should be viewed as vacant land
development potentials, and it is important to be flexible about the end use of the particular urban
ensemble sites. Making (minor) changes to the site plan may result in much more cost-efficient
reclamation. Therefore, the costs and benefits of vacant land interventions may be linked to the actual end
use of the particular sites. Vacant land remediation may also be a financial ‘twilight zone’ and thus the
definition of adequate and affordable financing mechanisms may be the most significant barrier against
reusing vacant natural-cultural heritage urban areas in the urban ensembles. So an important component
of the feasibility study in a follow-up project would be to review different financial mechanisms
dedicated to cultural and natural heritage vacant lands, where we may have the intervention of the private
sector.
The preparation of these integral cultural heritage-projects that integrate urban development and cultural
heritage needs substantial information up front (solid knowledge of the country potential, urban features,
tangible and intangible heritage assets). Project preparation can be time consuming and expensive
(economic and feasibility studies, technical assistance). So cultural heritage projects (if we want them to
be financed by international development agencies) need comprehensive studies and careful preparation,
in order to analyze the characteristics and conservation state of cultural assets, and to design strategic
interventions that properly engage with the local community and its economy. Such operations also need
to address legal frameworks and institutional capacity not just and only physical investments. The Master
Plan process in this initial phase has made important progress in this direction.
Belize City historic downtown must continue to play a key role in hosting cultural legacies: The
cultural assets theme for expanding the economy of Belize City should in its next follow-up phase spell
out how cultural heritage is relevant to economic development, significant for community and national
identities, and carry opportunities for social development. The strategy must recognize the special
significance of Belize City historic downtown, as an essential repository of the history, traditions and
memories of the city, its region and the country. The strategy and its projects in this follow-up phase must
share two assumptions: (1) even if the country and the city are rapidly urbanizing and modernizing, the
Belize City historic downtown must continue to play a key role in hosting cultural legacies, in sustaining
the continuity of traditional arts and crafts, and as the location for a unique density of small scale
economic activities, and, (2), the Belize City historic downtown must at the same time assume new roles
as the central core of Greater Belize City (or the larger agglomeration), and can become an asset for
sustainable cultural tourism (both national and international) while providing housing and urban services
for existing and new local population and residents. As the country modernizes and urbanizes, and
transforms, the Belize City historic downtown can provide a crucial element of continuity, stability and
transformation: the legacy of the past can support development into the future. That is, if several
conditions are met such as the importance of a favorable legal framework, supportive institutional
capacity, a degree of social consensus, and sensitivity to different stakeholder groups; all are needed to
achieve the goal of Belize City downtown cultural heritage rehabilitation.
3C2. Improving City Safety and Security
This theme outlines a range of strategies that Belize City can pursue to improve the safety and well-being
of Belize City’s vulnerable urban population by re-creating a safe and sustainable urban environment. The
Master Plan has been advocating a focus on an alternative settlement pattern and spatial structure for
Belize City that in addition to achieving efficiency gains, helps the city to adapt and respond to natural
hazards, the risks of flooding, and climate change risks. As Greater Belize City, Belize City and its
historical environment all remain exposed to such risks, particularly to the risk of storms, hurricanes and
flooding, a fundamental component of this strategy is the development of a comprehensive water plan
that is integral to the land use and infrastructure plan, and that integrates the dynamic wet-landscapes that
characterize Belize City and its region. The main objective of this water strategy is to help Belizeans
return to a safer and more desirable urban settlement.
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a. Crime Reduction
It is important to promote programs that improve community engagement in addressing urban poverty,
crime and violence and related areas that can benefit from such partnerships. Regarding crime and
violence, for instance, practical measures supported through key investment projects could include
improving street lighting (along the river and ocean waterfronts) and renovating dilapidated public
buildings (historical or otherwise), or, facilities to assist in bringing down crime and violence (see
proposals for urban ensembles). Fourth, promote the use of new technologies by the city particularly in
the area of information and communication technologies (ICT), and green technologies and renewable
energies.
b. Environmental Challenges on City Security
The following is a list of key environmental challenges that Belize City is facing.
1. Poor quality housing and inadequate provision of energy, water, sanitation, and solid waste removal.
This also includes the environmental health aspects of occupational health and safety, such as
biological pathogens, chemical pollutants, physical hazards, and health-damaging noise levels;
2. Air and water pollution, and solid waste management;
3. Conflicts between Belize City and its physical area. This includes unsustainable use of freshwater
resources, the degradation of protective eco-systems and poor watershed management, city
expansion into hazardous and vulnerable sites;
4. Resource availability and eco-system functioning at a global level with rising greenhouse gas
emissions;
5. Risk of disaster by extreme events within and around Belize City, such as storms, hurricanes, floods,
and inundations.
These sets of challenges may be prioritized over time and in accordance with Belize City’s level of
development. For example, priority should be placed on issue of poor quality housing.
Linking carbon financing and a green energy design feature, which would aim at capturing methane gas at
the Belize City new landfill and convert it to electricity to be fed back in the grid, is an attractive
investment opportunity that could align the various interests of strategic stakeholders. Carbon financing
would make a loan to Belize City for a specific city level key investment project to strengthen its solid
waste management system (and to mitigate air and water pollution), which in addition to efficiency
improvements, may generate emission reduction revenues as well as green electricity.
Since per capita greenhouse gas emissions of urban citizens in Belize City are lower than those in highincome nations, the fourth challenge may be a lower priority for Belize City. However, Carbon Financing
and other incentive programs can make it worth the city‘s effort to contribute to the reduction of global
GHG emissions.
The fifth challenge must be a strategic priority for Belize City as it is in a location where extreme weather
events (storms, hurricanes, floods) are already causing problems or are likely to do so in the near future
due to climate change. In responding to this fifth challenge, the Master Plan recommends to use ex-ante
and ex-post approaches as part of a follow up project. Ex-ante interventions may include: (i) risk
assessments, (ii) mitigation measures, including zoning regulations, land use planning, building codes,
disaster resilient construction of critical infrastructure, and iii) preparedness activities, including Greater
Belize City, Belize City, and neighborhood level emergency plans. In the ex-post recovery phase the
activities may include: the damage, loss and needs assessment, which forms the basis for the
reconstruction and recovery plan. The strategic goal for the master plan is mainstreaming of the ex-ante
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and ex-post activities into the current and future policies and strategies of the Belize City government and
its master plan. In what follows, the Master Plan will make some initial recommendations regarding this
fifth set of environmental challenges, namely, the disaster risks to the city, of storms, hurricanes and
above all, floods, which would inform the design of the follow up project. The emphasis will be on the
ex-ante approach.
c. Risks of Natural Disaster
It is suggested on the basis of preliminary city observations that today large areas of Belize City have
fallen below the water levels of the Belize River and of the Caribbean sea level. The increased
vulnerability of Belize City to natural hazards, flood, inundation risks, and to climate change impacts
poses numerous dilemmas for decision makers and stakeholders at the local, national, and at the level of
Greater Belize City.
Belize City and its citizens are located on the Caribbean coastal zone and on the Belize River’s flood
plains and delta, thereby increasing vulnerability to flood risk and climate change impacts considerably.
Belize City owes its existence to this location in the Belize river delta and the Caribbean coast in that it
offers access to the Caribbean Sea, the Gulf of Mexico, and the Atlantic Ocean, while the Belize River
offers access to the interior of the country and to Central America. This location has made it historically
an ideal transfer point between the Caribbean Sea and the Belize interior. Early in history, much of the
land between the coast and the river may have been a mangrove wetland. Mechanical pumping provided
the means to drain the swamps and wetlands and to confine water to constructed channels. As this
settlement pattern and spatial structure has historically developed at this location, Belize City has become
more vulnerable to flooding, inundation and possibly ground un-stability and sinking. The settlement
pattern and the subdivision of land for habitation have not left enough physical space for the volumes of
water that are always present in a delta landscape such as those in Belize City. This suggests that coastal
and river wetlands are fundamental to protect Belize City from flooding. Yet they are being lost quite
rapidly. Therefore, a fundamental component of a strategy and water plan must be the preservation and
conservation of these wetlands.
An existing land use strategy characterized by the reclamation, draining (mechanical pumping) and
subdivision of the city’s mangrove swamps and soggy areas (Belama, London Bridges, Chetumal Street,
etc), may have had an unexpected impact in causing some ground levels fall. In various areas of the city,
such as along the highways, falling ground levels and sinking homes can be observed. This subsidence
can be occurring through different mechanisms. For example, the removal of the mangrove swamps may
have brought an end to soil recreation through organic decomposition. If this hypothesis is correct, the
city may be surrounded by low lands with falling and sinking ground levels. Under such circumstances,
Belize City and its low lands, no longer slope toward the city natural drainage outlet (the sea), water no
longer flows downhill in Belize City, and the city may not be drained by gravity. Therefore, it has to be
drained mechanically pumping it from low lands up to higher ground and out of the city. Levees along
the river and the sea are also needed to protect these low lands against the risk of flooding and inundation.
As Belizeans begin to inhabit the mangrove swamps, mechanical pumping and constructed drainage
channels are needed to remove water from the soggy ground. Land was been subdivided to create as many
saleable parcels as possible, and storm water was conveyed to the sea through a series of canals, some at
or above grade (open canals), other below ground (underground drainage). The increasing need to pump
water out of Belize City is the direct consequence of this settlement pattern, spatial structure, and land use
strategies, that continuous draining and developing the city's back-of-town mangrove swamps. 14 As
mentioned above, drying out the swamps may cause the ground to subside. As the land falls lower and
lower, it becomes more vulnerable to flooding, and water no longer drains naturally to the sea. Levees
need to be built to protect the falling lands from inundation, and pumps become necessary to lift the water
to higher levels.
14
The latest version of this settlement pattern and land use strategies is the extension plan proposed by the World Bank This
Plan may need to drain those wetlands before they are ready for development. Once the water has been mechanically drained
from the mangrove forested wetlands, land may be subdivided to create as many saleable parcels as possible, and, storm water
may be conveyed to the Bourdon lake and the ocean through a series of canals.
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If all of the water that falls in the city and its low lands must be removed from the city by mechanical
pumping, it follows that the city will become dependent on levees and mechanical pumping stations to
remove all the water that falls in these low lands, from drains and sewers up to higher grounds. Yet even
if this were the case, this mechanical drainage system can only operate at a certain capacity. Belize City
may still be prone to flooding. Often heavy rains cause rapid water accumulation in the city, which
discharges at lower rates. It is probable that Belize City’s low grounds could not be adequately drained
mechanically because pumps and levees could fail in conditions of extreme weather events such as strong
storms. Because (parts and/or all of) Belize City is lower than the water around it, its perimeter must be
protected by a series of floodwalls and earthen levees. These barriers may take different form at different
locations along the city’s edge (e.g., along the river and the northern and southern coastal line). They
require constant, vigilant maintenance. During Hurricanes, the storm surge often overtops and undermines
these levees and floodwalls at Belize City’s boundaries and along its drainage system. Catastrophic
flooding may then result.
This combination of circumstances demand a new approach to water in Belize City, one that recognizes
and adapts to the dynamic ecology of Belize City’s location between the Belize River and the Caribbean
sea, in the Belize river’s delta.
d. Approach to Water Management in Belize City
The recommended approach to water management to avoid flooding as a natural disaster has two main
components. The first component leverages Belize City´s river and coastal wetlands, their ecosystem
services, and the concepts of multifunctional eco-infrastructures with networks of green and blue spaces,
as the main tools to address the connectivity of these ecosystems and wetland scapes. The component
advocates their protection and the provision of ecosystems while also addressing mitigation and
adaptation to climate change. The second component of the approach is the water plan.
Belize City’s Wetlands
The forested coastal and river wetlands in and around Belize City provide important ecosystems services,
such as protecting Belize City from the risk of flooding. Yet, these wetland scapes are rapidly being lost.
The wetland scapes of Belize City are part of the larger wetland scapes systems of Greater Belize City
and beyond, and Belize City’s future depends on the health of this regional ecosystem. These specific
flood, inundation and climate changes risks must be understood in this context of deteriorating and
degrading ecosystem services and environmental health conditions. The loss of these ecosystems services
and the biodiversity underpinning them in Belize City and its region is a challenge to Belizeans and to the
Master Plan. The loss of mangroves, wetlands and forests will increase vulnerability and is a contributory
factor as to why Belize City inhabitants annually maybe affected by natural disasters. Such ecosystems
are also important in removing greenhouse gases from the atmosphere: their steady decline may
contribute to accelerate climate change and aggravate further the city and its communities’ vulnerability
to its impacts.
Belize City’s coastal and river wetlands can protect Belize City from flooding. During storms and
hurricanes, the river and ocean forested mangrove wetlands could protect Belize City from surges in the
Caribbean Sea by absorbing and slowing water. Beyond this, the wetlands can support industries, such as
commercial fishing, the Belize sea port, and the habitats they provide for various species, which could
contribute substantially to expanding the city’s economy. The existing spatial structure and settlement
pattern of Belize City has resulted in the loss of services from ecosystems, such as the coastal and river
the mangrove forests and its wetlands. This could be considered a significant barrier to reducing
vulnerability to natural hazards, as well as poverty, hunger and disease. 15
15
This may entail to understand why ecosystems are becoming degraded, and how to reverse this (how these ecosystems
function, the services they provide); to better value these ecosystem services; and, to ascertain what institutional changes are
needed in order to equally distribute the costs and benefits of improved ecosystem management to the population at large and to
the poor, in particular.
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Concept of Multi-functional Eco-infrastructure
The concepts of multifunctional eco-infrastructure and networks of green and blue spaces are proposed in
the Master Plan to address the connectivity of ecosystems and wetland scapes, their protection, and the
provision of ecosystem services, while also addressing mitigation and adaptation to climate change. The
eco-infrastructure would contribute to minimizing the natural disaster risks, by using ecosystem-based
approaches to coastal and river protection through marshes/flood plain restoration, rather than
constructing dykes. This multifunctional eco-infrastructure helps to ensure the sustainable provision of
ecosystem goods and services while increasing the resilience of these wetland scapes and ecosystems.
The concept is central to the overall objective of ecosystem and of biodiversity restoration. It also
promotes integrated spatial planning by identifying multi-functional zones and by incorporating habitat
restoration measures and other connectivity elements into various land-use plans and policies, such as
linking the peri-urban areas in Greater Belize City and the urban areas of Belize City as such, through a
circuit that includes the Belize-river, the Bourdon reserve, the Krumman lagoon, the canals and the
coastal front.
Figure 3-3 Multi-functional Eco-infrastructure
Source: PADECO/iE (Google Earth base)
The blue-green multifunctional eco-infrastructure and wetland scapes of Belize City and its region (or
Greater Belize city) refer to the open land and water in the city region. The eco-infrastructure and wetland
scapes perform many different ecosystem services for the city and elsewhere, including food growth,
mineral supply, drainage, water collection, leisure, landscape, heritage, conservation. The ecosystems and
their services could play a potential role in achieving sustainable poverty reduction and
inclusive/sustainable economic growth. Therefore the analysis and management of these blue and green
infrastructures at the urban level of Belize City, within a regional perspective (Greater Belize City), is
fundamental for granting Belize City and its surrounding belt of towns and villages, basic resources,
quality of life, mitigate climate change, although due to administrative divisions, an over reaching
understanding of the regional ecosystem services is often difficult and decision making regarding their
management complex, involving multiple stakeholders.
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e. Water Plan for Belize City
The Master Plan aspires to re-design Belize City by sections of the city (such as the urban ensembles and
waterfronts) where waterways, urban wetlands and green, open areas are integrated and can be used to
store additional rainfall, or where developed areas can better hold rainwater through use of new absorbent
street and sidewalk building materials or adoption of cisterns and other water-storage containers, as well
as through use of urban wetland gardens, water plazas, and water habitats, to provide storage for
stormwater.
The combination of low ground and lands in Belize City with the potential failure of mechanical pumping
and levees in conditions of extreme weather events (storms, hurricanes, flooding) demand a new approach
to water management. It requires an approach that recognizes and adapts to the unique ecology of Belize
City´s location between the Belize River and the Caribbean ocean, in the Belize river’s delta. For
instance, subsidence may not be taking place at equal rates: some soil types are more susceptible than
others. Beyond that, different types of structures may respond differently to subsidence. For example, slab
on-grade foundations tip and tilt as the ground sinks, but pile foundations remain in place as the earth
around them erodes.
Belize City sits at the bottom of Belize River’s drainage basin. Limiting risk will depend not only on
adequate water storage, but also on the development of a flood culture that recognizes the Belize City
landscape’s basic tendencies. It involves landscape typologies from public infrastructure to civic space to
private gardens. It demands reckoning with ecological systems from regional to residential scales. An
initial step in search for solutions is to develop illustrative plans for Belize City redevelopment process
with a primary focus on water and how that can add to economic development. The spatial scales of work
are threefold: Greater Belize City; Belize City as a whole, the Urban Ensembles (such as the waterfronts
and the canals ensembles). Key investment projects are grouped according to the scale of the issues they
raise. Each project (and each scale) will ask a unique set of questions about the definition of infrastructure
in twenty-first century Belize City. From the smallest increments of building (the individual house and
garden) to the largest (regional drainage structures), the projects will propose constructed and organic
systems to manage water. These projects will address issues such as: the conveyance of water;
mechanisms for its storage and absorption; its transformation of ecological systems; its relationship to
public space; its legibility in the city; its legal status; and its capacity to increase the ecological and
hydrological integrity of the urban landscape.
Considerations at Macro Scale of Greater Belize
The relocation of the government´s main administrative center to Belmopan after hurricane Hattie in
1961, the threat from Hurricane Mitch in 1998 (which resulted in the development of plans for a satellite
city at Mile 31 on the western highway to relocate coastal residents), and the impacts of hurricane Keith
in 2000 are all salient reminders of the vulnerability of Belize City. As the population of Belize City
increases as result of rural to urban migration, there is additional pressure for development in flood prone
locations in and around Belize City.
Among the natural hazards that Belize City has experienced, tropical cyclones have historically had the
greatest impact and are responsible for all of the city and the country´s fatalities from natural disasters. In
1931, Belize City was devastated by an unnamed hurricane (Category 3). The city was struck again in
1955 by Hurricane Janet. In October 1961, Hurricane Hattie struck the city. Belize City has frequently
been evacuated in response to hurricanes. Recurring flooding is a major problem. Heavy rains have
destroyed the road between the airport and Belize City in several places. Belize is one of the country’s
cities most vulnerable to the impacts of climate change. The flood risk also increases as new development
blocks natural drainage channels, as well as, result of the failure of mechanical drainage and levees due to
extreme weather events.
Based on this historical experience of hurricanes and floods, a strategy is required that integrates the
natural environment and the existing waterscape, as well as providing an identity to the city. It is also
important to identify at the outset the major structuring elements for the Greater Belize City strategy.
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These structuring elements may include: the Belize River, the coastal line, Bourdon Lake, Krumman
Lagoon, the canals (including Bourdon Canal and the city’s canals), and the natural environment, such as
the wetland scapes, and, the mangrove forests. These structures must be accompanied by strong
backbones, such as protections along the coastline, the Belize River, and, slightly elevated, sandy ridges,
beaches, and dunes.
Figure 3-4 Natural Structures Under-pinning the Greater Belize City Strategy
Source: PADECO/iE
Three building blocks must underpin this regional (Greater Belize City), and development model: safety,
storm water storage, environment and quality of life.
1) Improved Safety
The first building block is safety. Protection against hurricanes, floods and excess storm water is key for
Belize City redevelopment. The city’s structural backbones working in combination and synergy will
enhance protection from hurricane and storm threats. This protection system may be enhanced by placing
storm surge barriers in the drainage canals. In addition, the development and restoration of natural and
currently degraded wetlands is an important component of this protection infrastructure and system.
2) Increased Storm Water Storage
Considering Belize City’ intense rainfall 16, enhanced drainage capacity (pumps) and more storm water
storage should be added. It is important to combine these two drainage elements. Additional water
storage capacity lowers the risk of storm water problems and localized flooding during hurricanes. The
beneficial impact of additional storage on protection levels should not be underestimated. There are
unique opportunities in Belize City to create additional water storage while increasing the quality of life
of the city. The most common storage features are canals, lakes and ponds (Bourdon and Krumman), and
wetlands. This Master Plan recommends study into the possibility of adding capacity to the existing
canals. New canals could also be added to existing drainage canals in many parts of Belize City. Park
areas within the blue and green network could be used for storage, and wetlands could be recreated along
the riverfront, the seafront, and Krumman Lagoon.
16
See, towards a sustainable and efficient state. The development agenda of Belize, IDB., 2010
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3) Enhanced Environment and Quality of life
Adding environmental value to Belize City and its surroundings will add to the city’s sustainability. The
Master Plan for the city advocates the following, which support this theme:
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New canals in Belize City to create water storage and a new urban feel and experience, where
people enjoy living near the water;
Re-shaping existing canals, such as Collet Canal, from their present “concrete culvert” and
“invisible” appearance, into more sustainable, natural, inviting and attractive elements;
Adding water storage in urban parklands to add green-blue areas were the ecology can flourish
and recreation is possible;
Broadening (strengthening) levees along the river and the coast to add safety and for economic,
residential and tourism development in Belize City downtown;
Adding new economic and environmental qualities, such as green spaces, parks, attractive mixeduse development along tree-lined streets well connected to public transport;
Wetland restoration in the Belize River, in the coast, and in the Krumman Lagoon to add robust
interconnected “wet” ecosystems (wetland scapes) that are attractive, environmentally friendly,
enhance recreation and tourism and improve sustainability and safety, and the quality of life in
Belize City.
Based on the above, the Master Plan proposes a conceptual vision in which the described structures,
backbones and building blocks can be integrated, so as to make Belize City a safer and more attractive
city in which to live, to work, to visit, and to enjoy.
f. Proposed Investment Projects
Levee along the Coastal Waterfront
Adding a super-levee along the coastal waterfront would substantially improve flood protection. This
levee (crowned with a mangrove forest) would be built not on top the existing levee (that running from
the river mouth to almost the house of culture), but just offshore of it in the Southside, where Collet Canal
meets the Caribbean Sea. The levee would enable the development of a majestic coastal side boulevard,
with numerous palm trees, lawns, parks, and small harbours and marinas (including the new cruise
terminal), as well as space for new, mixed development: hotels, restaurants, shops, condos and other
housing. It would supply what the Latinos call ‘el placer de vivir’, giving new life to the seafront, and
giving Belize City, a new, usable waterfront connected to the riverfront through the new Collet Canal
multifunctional park and public open space.
Between this new levee and the existing levee we could imagine a new mangrove forested wetland, acting
as a bio-filter and safety valve, where rainwater from nearby neighbourhoods would be stored and
treated. The wetland will improve the city’s water quality. The wetland would form a buffer; there may
be opportunities to use the buffer as a water source for internal water circulation during dry periods.
Planned Islands and New Beaches
Adding new islands to the coastal waterfront would create a platform to absorb and lessen storm and
wave energy. In the same manner as Venice’s Lido, such islands would break the waves and create a
quiet, shallow lagoon between the existing waterfront and the new islands. The islands could also become
platforms for nature, recreation, fishing, picnicking, and connected to the main land by ferries, water-taxis
or even by bridges.
New beaches along the river and the sea waterfronts are important components of protection and safety
infrastructures. The importance of these beaches cannot be overstated. In addition, the beaches’ sandy soil
and slightly elevated position would make them excellent places to live, to work and to develop in their
proximity.
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New and Redeveloped Water Storage
Redeveloping existing canals with circulating water is important for adding new water
storage. Additionally, small, grassy culverts that absorb water during heavy showers and then drain
naturally, would add new water storage. The hidden and degraded canals should be transformed into
proud waterlines, lined by native trees and vegetation. Collet Canal should serve as an example of how to
transform these degraded infrastructures into aesthetic structures and area, and enable a more effective
water management and water storage strategy. The canals would also give structure and identity to their
neighbourhoods. The Canals system’s vigor, moving water, its aquatic plant and fish species
balance/health will mitigate mosquito/pest concerns. Collet Canal would become part of Belize city
downtown’s front yard with a welcoming nature to the downtown. The canal’s brackish water would be
replaced by freshwater and the reinvented canal will add a new green buffer into the area’s new, dynamic
water system. Creating new canals will increase water storage capacity and enhance the water system, and
also creates a new urban feel, new development possibilities and enhanced atmosphere to Belize City
Creating more space for water in the areas around the London Bridges is also important for adding new
water storage. Belize City’s London bridges could be developed into a little Venice and a little Vietnam,
with cosy family-restaurants, floating houses, floating gardens, urban agriculture-fields etc. This would
add to Belize City’s appeal as an international culture and sustainable tourism destination showcasing its
cultural diversity.
Creating a circuit that connects the river front, the Bourdon reserve, Krumman Lagoon, the canals, and
the seafront is also important for adding new water storage. During the wet months and during major
storms, these large parks could store more water. By linking these large ecosystems and blue and green
spaces, the city can improve its natural urban canopy and add water storage at the same time.
Freshwater New Wetlands
New or expanded freshwater wetlands west of the city including Krumman Lagoon and Bourdon Reserve
will reintroduce nature to the edge of the city. This will add a new dimension and new opportunities to
the city. Recreational opportunities include fishing, bird-watching will be possible.
Redevelopment of Central American Boulevard
Central American Boulevard should be redeveloped and revitalized as an attractive area to live and work,
functioning as a proper Belize City boulevard, with a central canal, covered by broad trees creating a
green umbrella. Native trees should be planted along Central American Boulevard to give shade,
character and charm to it. Such trees reduce summer heat stress and absorb surplus surface/ground water
in low-lying areas. New proposed public squares/spaces in Central American Boulevard should also
receive such plantings, giving the entire area a feel similar too, a public garden.
Targeted Remedial Works for Flood Prone Areas
At the spatial scale of Belize City’s neighborhoods it is important to select some of the most vulnerable
neighborhoods in the city to flooding from the river, the sea and from rainfall, which occurs frequently, as
well as vulnerable to social and economic decay, related to a lack of spatial quality. An important goal is
to address flooding, reduce flood risk while making these neighborhoods more attractive, by improving
the spatial quality of their urban environment. This theme is incorporated into the Collet Canal urban
ensemble.
3C3. Achieving a High Quality Environment
A high quality urban environment in Belize City and its downtown that improves the well-being of its
citizens and attracts and retains middle class households and skilled workers from the peri-urban areas of
Belize City and elsewhere, to its downtown, will lure businesses looking to invest. Such high quality
Belize City downtown will have an impact on all aspects of life: it will influence how safe Belizeans will
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feel (the issue of public safety that is a very serious issue in Belize City), how easy it will be for them to
walk and bike round, whether they will have shops, community facilities and access to schools and high
quality education, nearby their places of residence, whether their children would have safe places to play;
whether there is good access to a multiplicity of efficient mobility and transport options and a good
choice of accessible homes in which to live. Achieving higher densities requires accessible housing that
reduces commute times, also improves the quality of life for Belizeans and increases productivity by
cutting fuel consumption and time spent in cars.
An important component within this theme is of course growing an urban land and housing market.
However, in those areas of the city where formal markets may fail to reach the poor and low income
groups due to land scarcity and affordability issues, measures should be proposed, including microfinance
for incremental low-income housing solutions, low-cost building technologies (including renewable
energies), and rental housing options, to reach the poor and low income groups
This theme focuses on urban design issues, such as including appropriate infrastructure and basic services
for pedestrians, cyclists and other non-motorized transport in Belize City planning schemes, creating a
variety of housing and transportation options that would minimize motorized vehicle transport for lowincome groups in accessing Belize City jobs, using policies such as, inclusionary zoning, among other
measures to create affordable, mixed-income communities in Belize City downtown and along its main
public transport corridors. An important focus on urban design issues also includes the protection of the
city river and water bodies.
Reorganizing the distribution of living and working environments within the urban ensembles is a
challenge that the Master Plan and its urban design strategies will need to address, in order to create this
high quality environment.
Urban design is essential to deliver this high quality Belize City downtown, which will be sustainable on
all accounts: a downtown that creates social, environmental and economic value. This component of the
strategic Master Plan should be elaborated into a detailed, three-dimensional plan, which sets out the
intended layout of Belize City downtown and its urban ensembles. It should present proposals for
buildings, spaces, movement and land use in three-dimensions.
The approach to promote this high quality environment for Belize City and its downtown includes a series
of key inputs to the Master Plan set out in the following sections.
Main Objectives to Achieve a High Quality Environment
The main objectives to achieve a high quality environment within the recommended scenario are:
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to create a denser urban fabric in downtown Belize City with higher amenity and access;
to create more open space in Belize City for aesthetic appeal;
to create a multifunctional green and blue infrastructure;
to address informal settlements and precarious living conditions; and
to create a downtown with a unique identity, charm, and distinction
In order to achieve these objectives, the following key approaches to urban design need to be considered.
1) Valuing the Local Milieu in Belize City Downtown
Natural, cultural historical Heritage, charm and identity
In order to be able to bring middle class households back to Belize City, the Master Plan proposes the
creation of green and blue infrastructure and networks as the foundation to create a denser urban fabric
and local charm and identity in Belize City and its downtown. The main features to be taken into
consideration in order to recreate a distinctive charm and identity in downtown Belize City include:
watercourses (canals, creek, river, coast, etc); reconnecting to the hinterland (Bourdon reserve; Krooman
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Lagoon as downtown green-blue fingers); adapting these landscapes and finding multiple uses and
ecosystem services for them can help make a Belize City downtown that is both locally distinctive and
sustainable. These green and blue local ecologies will be important components of Belize City downtown
charm. Landscape and countryside, the hinterlands of downtown Belize City, are not merely visual assets
but, in the wider sense, the basis for urban development. They have a role in recreation, open space,
producing food and energy, providing habitats, managing surface water, controlling flooding, and
screening and buffering development. The existing drainage courses and waterways must be made part of
a comprehensive scheme. All the identified urban ensembles are important components of this green and
blue infrastructure strategy.
Another important component is the charm and identity of local vernacular and historical building forms.
The historical environment and its protection is another important asset reinforcing the charm and identity
of downtown Belize City, particularly in relation to the creation of microclimates and making use of local
materials (for example, the old tradition of using wooden vats for rain harvesting), as well as a certain
colour signature at work in every street in Belize City.
The charm and identity of downtown Belize City is also rooted in its urban structure (front and back
streets) and its patterns of movement and activity. This charm may be expressed through the form of the
urban blocks (e.g., the traditional blocks along front and back streets that are 65mX65m and promote
walkability); and the scale and size of the buildings that compose them. There are some narrow streets
that create good, natural shading. Some street orientation seems to use shade and wind for natural cooling.
The north/south orientation of some of the streets allows sunlight penetration of the urban structure with
subsequent increase in cooling loads requirements. The east/west alignment may also result in an increase
in cooling load requirements due to the street exposure of external walls to sunlight. A northeastsouthwest-diagonal grid and fabric may provide optimal shading (as in some areas in Yaborough).
The central shopping streets including Albert and Regent Streets, Orange Street and Mahagony Street, are
important elements of this historical environment that seem to be fading away. For them to thrive again, it
is important to ensure a more interesting and rich retail mix of boutiques, small and useful shops, of cafes,
and restaurants, offering good quality products, so as to maximize the small city atmosphere, and make it
into an interesting popular destination and an area with a distinct identity.
A short term investment project could be to create and build a Colonnade along these streets and around
the Mule and battlefield parks for the natural cooling of the streets, thereby adding a microclimate to the
shopping district. The Colonnade could follow the design of the colonnade at the Court house.
2) Developing a Mix of Housing Tenures and Choices
An important component within the theme of a high quality environment for Belize City’s 21st century
communities) is growing an urban land and housing market, where everyone is adequately housed on
residential land available at a reasonable price.17 However, there are large areas of the city where formal
markets may fail to reach the poor and low income groups due to land scarcity, affordability problems
and informality in the housing and land sectors. Measures should then be proposed, including
microfinance for incremental low-income housing solutions, low-cost building technologies (including
renewable energies), and rental housing options, to reach the poor and low income groups. The areas of
critical importance and the issues that pose the greatest challenges in Belize City are considered below.
Expanding informality at the urban fringe of Belize City
This Master Plan proposes that the urban footprint of Belize City is expanding. It is sprawling well
beyond its physical boundaries and toward Greater Belize City. As urban population growth increases, the
consumption of fragile and vulnerable land along the coast, the river, and around the mangrove wetlands
also increases. A first hypothesis (that still needs to be tested) is that this outward expansion may be
17
Enabling this urban land and housing markets is the main objective of the Extension Plan for Belize City, by the
World Bank.
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driven by limitations in density in the Belize City downtown that push people outward in search of
affordable housing in Greater Belize City. A second related hypothesis is that at the same time, in the
urban periphery of Belize City (the belt of surrounding bedroom communities in Greater Belize City),
limitations on land use conversion from rural to urban uses may produce shortages of affordable land,
impacting negatively on migrants to Belize City. Yet, large percentages of Belize City inner areas are
under-serviced. Tracts of centrally located land remain idle and under-developed, while the remainder is
allocated for low value-added uses.
To respond to this situation of idle and under-developed centrally located lands), the Master Plan
proposes through its recommended scenario, greater density (in both, Belize City and some of the
surrounding communities. Some land shortages may be the result of natural, physical and environmental
limitations as lands are vulnerable to the risk of flooding and climate change. However, scarcity may also
result from an urban planning approach that promotes a low-rise low density settlement pattern with more
or less densely packed informal slums, land and housing costs beyond the reach of much of the
population, coupled with contested land disputes.
For the very poorest residents of Belize City, subsidies may be required. The private sector alone may not
be able to house Belize City´s poorest. Nor can the government afford mass public housing projects. The
poor in Belize City seem to rely on filtering old housing. As the higher income population move into new
houses elsewhere, they leave their old, slightly depreciated, and therefore cheaper, houses behind. This
“partial solution” may be affected by the fact that Belize City and its poorest areas (Loyola, Lake
Independence, etc) does not have much old housing left around, (let alone new housing. In addition, the
slightly better off households may out-compete those on the lower rungs of the economic ladder for used
housing. Therefore, to serve those on the bottom step, limited government resources would be best
invested in providing serviced land and/or infrastructure –water, sewer, electricity, drainage and roads.
Property rights
Clarity of property rights (improvements in registering and transferring clear and tradable property rights)
and supporting institutions, add force to functional urban land markets and are fundamental to
encouraging investment. Belize City and its region have been central to the significant impediments that
potential investors face on account of deficiencies related to these rights and systems. Systematic
improvements in registering and transferring property rights (including clear and tradable property rights)
are urgently needed in Belize City and its region.
Financing
A lack of access to housing finance in Belize is one cause of informal settlements, which in turn make
service provision less efficient and more expensive. To the extent that formal housing finance systems
can be pushed down the market rather than just serve the wealthiest households, private markets could
create housing opportunities for households of more modest means in Belize City. At the same time,
subsidy systems need to be rationalized to better target households with relatively lower incomes in
Belize City. Such measures become all the more important in periods of financial crisis in which it may
be even harder for households to access formal finance systems. In times of rising unemployment, caution
among lenders may lead to stricter underwriting guidelines and a shift away of capital available for the
construction and finance of housing and real estate
Incrementally-built housing in Belize City
In Belize City homes are also built incrementally, that is, a foundation is dug, walls are put up and rooms
or separate stories are added as household resources permit, and, many households cannot be reached by
the traditional, formal sector. Incremental housing may be built on usurious terms or without financing at
all, in violation of zoning or building codes and on land not legally owned. Formal finance systems may
not be designed to accommodate incrementally built housing in Belize City.
Street Addresses
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It is important to expand the use of intermediate land tenure and administration tools and products, such
as ‘street addressing’ in informal urban areas such as Loyola, and, Lake Independence. A relatively
simple intervention can make a significant difference in the delivery of urban services, by making it easier
to locate residents, operate emergency services, and enforce collection for user-pay services, such as
water and electricity. Improved street addressing basically maps the existing settlement patterns
regardless of the land tenure or ownership complexity and translates that spatial information into a GIS
that the city administrators can use for a wide variety of purposes ranging from postal delivery to
epidemic monitoring. Rapid advances in the availability of spatial images, particularly through Google
Earth, also offer potentially new and cost effective options for rapid coverage
3D. Development Scenarios for Greater Belize City
A complete assessment of development scenarios for Belize is provided in Volume III Annex 1. From
the various alternatives, a recommended scenario was promoted and discussed among stakeholders
and received general consensus. Accordingly, the following section focuses on this scenario.
A series of urban development scenarios were investigated for the future of Belize City in which choices
need to be made on how to accommodate future urban population growth and the urban functions of
housing, working, commerce, recreation, accessibility, social amenities, sustainability, and the
infrastructure for the protection against natural disasters and the risks of flooding. The scenarios included:
Scenario 1:
Business as usual (BAU): a pattern of urban sprawl and uncontrolled development along
two corridors;
Scenario 2:
Concentrating economic activities and increasing population density within the current city
boundaries;
Scenario 3:
Concentration of economic activities and of population within a polycentric model;
Scenario 4:
The Extension Plan: Expanding outside the city borders (the World Bank proposal);
Scenario 5:
The combination of concentration in Belize City (Scenario 2) with the development of a
new sustainable town along the LadyVille-8 Miles axis; and,
Scenario 6:
Curtailing urban growth in Belize City and transitioning of the main population center
away from Belize City to other urban areas (Belmopan, Orange Walk Town, etc.)
It was realized that the vision for Belize City is held within a combination of these various scenarios, as
described below.
3E. Recommended Development Scenario for Greater Belize City
The recommended scenario centers on concentrating economic activities and the overall population
within the current city boundaries and encouraging sustainable urban and infrastructural developments.
The scenario combines concentration in Belize City with new sustainable urban developments, along
national infrastructure plans, such as the Ladyville-8 Mile highway connection; the new Chetumal street,
and, the infrastructure works in the canals, particularly the Collet canal. The intention is for development
to take place around a central core of rehabilitated water bodies, and of rehabilitated and conserved
landscapes, mangrove forests and wetlands. It also concentrates economic activities and increases
population densities within the current city administrative boundaries. An important area within this
scenario is located on the historical Belize river course, which will be planned for a variety of uses,
including commercial, cultural and recreational uses.
This development strategy will allow Belizeans and their businesses to take advantage of agglomeration
economics while protecting the environment. The scenario can promote dense growth by redeveloping
downtown and inner city brown-fields. The reuse of downtown and inner-city land that has been
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abandoned not only decreases development pressure at the urban fringe, but also can yield significant cobenefits in terms of tax revenues, job creation, and lower investments in infrastructure.
Figures 3-3 and 3-4 show the development plan including concentration in Belize City and a sustainable
new town in the area along a new highway connection between Ladyville and 8 Miles that could also
significantly reduce and prevent ongoing squatter and slum formation, help to contain urban sprawl, and
preserve the ecosystem services of the Burdon Nature Reserve.
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Figure 3-5 Concentration in Belize City including the Chetumal Area
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Figure 3-6 Development of a New Town along the Ladyville-8 miles Axis
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3E1. Macro Strategies to Implement Recommended Scenario
In this recommended vision scenario, Belize City looks beyond its inner city boundaries and borders. As
shown in Figure 3-5, a number of macro development strategies need to be enacted for the
implementation of the recommended scenario. These strategies actually formalize and capitalize on
existing development trends that are currently being witnessed in Belize City. Related to these trends, a
series of development priorities are formulated, and discussed in Section 2C4.
Figure 3-7 Strategies and Development Priorities at the Macro Level
Macro
Trends &
Strategies
Development
Priorities
• Downtown Expansion
• Rural Integration
• Waterfront Revitalization
• Western Area Development
• Residential Expansion
• Peri Urban Transformation
• Waterside Settlement
• Multi-modal Mobility
• Flood Defense
• (Model) Eco-Development Area
BENEFITS
Efficiency
Synergy
Mobility
Quality
Source: PADECO/iE
(1) Expansion of downtown area and densification


Expansion of downtown area beyond Regent and Albert Streets to Central American Boulevard
Improvement of area for amenities and aesthetic appeal
The size and location of the downtown area is a key aspect that impacts on the development of the entire
city. Belize City’s downtown could be utilized more intensively and efficiently by expanding beyond
Regent and Albert Streets, which currently demarcate the small downtown area. Several neighborhoods
within the orbital Central American Boulevard and its connecting avenues have the potential to display
city-center traits and living within this orbital road could be highly desirable. To support this, a network
of green and blue landscapes could be created that attract more and more residents and visitors.
This expanded area could also become an ideal business location for new enterprises as there are a rich
variety of amenities and public services in the historical downtown. Several neighborhoods that are out of
favor could be swept onwards and upwards in this expansion of the downtown area to Central American
Boulevard. For example, the Yarborough neighborhood could become the western end of the new Collet
Canal, and the new home to new cafés and restaurants on a coastal waterfront and beach that would
attract a clientele from across the city and beyond.
(2) Integrating rural features with the urban landscape


Preservation and incorporation of natural green and blue landscape into development plans
Use green and blue landscapes for recreation, flood control, and transportation
Belize City is surrounded by a highly diverse and natural landscape (The Burdon Nature Reserve, the
Krooman Lagoon, the Dolphin Park Reserve, the river and coastal front, the canals, the cemeteries, the
old plazas and squares, etc). This penetrates far into the city in the form of slices and fragments of
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greenery and blue landscapes. These blue and green networks should not be separated and isolated, but
must be embraced and woven together, so as to increase the city’s appeal and present Belize City with the
possibility of increasing the population density within the existing urban footprint while remaining
livable. This network of green and blue landscapes should be incorporated into the extension plan as
green landscapes penetrating into the expanding city. The ambition of this recommended vision and
scenario is to maintain the nature of the green and blue network, improve their accessibility and
continuity, and make them more attractive for recreational use, biodiversity recreation, storm water
management and flood control, water mobility and transportation.
(3) Revitalizing the river and waterfronts and the port-city synergies.


Recognize the cultural and aesthetic value of waterfronts as important city assets
Promote key investment projects in these areas that capitalize on the assets
Belize City is a delta, lowlands, and flood plains water city. It is a river city, composed of historic
landscapes and aquatic areas, located in a flood-prone delta area at the confluence of the Belize River and
the Caribbean Sea. This historical character of the city, its water landscapes, and its relative compactness
are the specific qualities of the city that give it its unique identity though which is not yet fully identified
and recognized by its citizens. The water in and around the city is of one of the qualities that distinguishes
Belize City from most other cities. Awareness that this is a huge asset for the city will allow the city to
grow stronger. These unique assets constitute its unique strengths, potentials and opportunities. The
recommended scenario identifies strategies and key investment projects to capitalize on these unique
assets, and address the above mentioned challenges by working towards a more sustainable, more
climate-robust, adaptable, healthy and pleasant living and working environment for all residents of the
urban areas in the city delta and in its floodplains.
Belize River, Halouver Creek, as well as the coastal waterfront and the canals expanses of water have a
particularly high experiential value and offer many possibilities for recreation and for the development of
new residential and mixed-use environments. The waterfronts and shorelines offer countless opportunities
for urban development, especially in the obsolete port precincts and industrial zones. Belize City and its
surrounding region can be physically interconnected (through water transport, as well as biking and
walking paths) via the banks of the Belize River (Haulover Creek) and the coastal waterfront.
(4) Sustainable development of the western extension area.


Expand the western area through new towns with their own identities, supported by infrastructure
developments for access and mobility
Provide new models for settlement development that prevent squatter formation and blend in with
surrounding eco-systems
The point of departure for the recommended scenario is also, a trend towards the “conurbation” between
Ladyville in the Northern Highway, and the 8-miles Community in the Western Highway; as well as the
National Government’s proposal for a new highway connection between Ladyville and 8-Miles; and the
new Chetumal street project to connect the western and northern highways closer to the city boundaries.
This scenario adds value to these two national highway projects by means of proposing planned
sustainable new towns in the new lands opened for development by these two major infrastructure
investments. These planned sustainable new settlements and towns could (i) significantly reduce and
prevent ongoing squatter and slum formation, (ii) help to contain urban sprawl, and (iii) improve the
quality of the environment and its ecosystem services. The western development area must be seen as a
succession of important infrastructure projects including: improvement and expansion of the international
airport; implementation of the new highway connection between the 8 Miles community in the Western
Highway, and Ladyville in the Northern Highway; and the development of new residential and working
areas along the new Chetumal Street.
The main driver of these future developments is the bundle of infrastructures that links Belize City with
the other settlements in the region, with the rest of the country, and globally via the airport.
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3E2. Anticipated Benefits of Recommended Scenario
The scenario and respective strategies delineated above will bring about the following transformations to
the Greater Belize region.
Efficiency from Densification
The recommended scenario will densify Belize City. More intensive use of the spaces in the city will
make it possible to accommodate more people and businesses. This will result in an increase in demand
for amenities such as schools, shops, and recreational facilities and will hence add value and balance to
the existing specialized urban functions and facilities concentrated in Belize City downtown. These
benefits will be further enhanced by the creation of supplementary new value chains, employment zones,
clusters and nodes so as to diversify local economic opportunities, strengthen scale economies, the
competitiveness of the city, and keep citizens’ daily and weekly transportation trips short.
The proposed business parks and light industrial areas within the city and the port area will also be used
more intensively. The scenario proposes new residential environments with accompanying amenities
within the city’s existing boundaries so as to expand the city center’s milieu.
Synergies from Multi-functional Infrastructure
As a result of densification, various mono-functional infrastructures, such as the canals, will be
transformed into multifunctional infrastructures and areas with an urban mix of residential and business
functions. The prime candidates for this are the canals and waterways (including the river and
waterfronts), as well as the port area. The network of green and open spaces within a short distance of
each other, which, in addition to managing storm water and flooding, will create new spaces for
recreation, urban biodiversity creation, and for bringing the countryside into the city. The synergy created
by multi-functioning infrastructure will be translated into economic benefits.
Efficiency in Transport
People must be able to travel swiftly and easily throughout Greater Belize City by means of a rapid and
efficient bus service system and its respective connections. In addition, a seamless transfer from this
regional transport system to a multimodal local system of buses and taxis, walking and biking paths, and
water taxis will become possible at the transfer station at Collet Canal. A transfer point from private car to
public transport will become possible at the new bus terminal at the Chetumal street project area.
High Quality Public Spaces
Through appropriate investments into the city’s public spaces, the quality of life in Belize City will be
strengthened, along with the city’s layout and its use of the public domain. Within major roads such as
Central American Boulevard, Princess Margaret Drive, Mahogany Street, and Coney Drive, the pressure
for and on public spaces is great. More space will be set aside for cyclists and pedestrians along Belize
City´s streets. The social atmosphere in the streets will be improved by increasing the quality and
diversity of the shops and food services and by refurbishing edifices and street-level frontages.
3E3. Development Priorities
In order to realize the recommended scenario and anticipated benefits, the following key investment
priorities are identified.
Expansion of Residential Infrastructure
For the city to make substantial progress in overcoming the above challenges, the first priority it must
pursue is a wide-scale expansion that focuses on increasing the Greater City´s residential population and
attracting new business enterprises. Yet as the city faces serious limitations to its lateral expansion, this
expansion plan should include, the existing belt of bedroom communities surrounding Belize City, a new
town, as well as the central city and its downtown. The Master Plan project for downtown Belize City is
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aimed at strengthening the heart of Belize City and is a key component of the Greater Belize City wider
urban development strategy. In terms of housing policy, a certain amount of new homes should then be
built in the belt of commuter towns surrounding Belize City, in the proposed new town, and the rest
within Belize City as such, its downtown and historical environment.
Transformation of Peri-Urban Areas into Compact Cities
This development priority emphasizes the creation of higher density suburban centers in order to control
development of the surrounding landscape, as well as to preserve and develop ecosystem services for
flood risk management. These existing small suburbs, such as Ladyville and 8 Miles could be
reconfigured into small self-sufficient cities that revolve around a central hub, reducing the need for
constant cross-town traffic. The transformed communities would then be able to have strong identities of
their own and can thus establish synergies with Belize City downtown.
Creation of Waterside Settlement
A new waterside settlement would be a planned neighborhood and urban extension defined and
developed in proximity to the existing urban areas and in coordination with the extension of national
urban networks in order to reduce ongoing slum formation and help to contain urban sprawl. The planned
neighborhood will take the form of sustainable waterside living areas, which will be designed to be CO 2
emissions-neutral areas which are climate change resistant, and composed of a rich diversity of housing
units, types and prices, as well as various services, and recreational and employment opportunities. It will
connect with Belize City downtown through a boulevard or urban spine weaving together the Burdon
Nature Reserve, the Krooman Lagoon, the Collet Canal, and the river and coastal waterfronts.
A Multimodal Regional System of Mobility
This development priority focuses on public transport, networks of bicycles routes, as well as water
transport and walking paths along the urban spine, as well as along the river and coastal fronts. This
integrated movement network transport options throughout Greater Belize City should be planned in
advance of development. Further description of mobility is described later.
Flood Defense System
Adaptation to climate change is likely to involve increasing amounts of infrastructural investments for
coastal defenses and flood control to reduce the vulnerability of human settlements to climate change.
Investments in water resource infrastructure, especially dams for storage, flood control or regulation may
be essential for the city’s economic development. In addition to these traditional engineered solutions, the
abundance of natural ecosystems in Belize and Belize City can reduce vulnerability to natural hazards and
extreme climatic events and complement the more expensive infrastructure investments. The river´s
floodplain forests and coastal mangroves could provide storm protection, coastal defenses, and water
recharge, and act as safety barriers against natural hazards while the mangrove wetlands could filter
pollutants and serve as water recharge areas and nurseries for local fisheries. It is fundamental to invest in
flood control and protection priorities and programs that utilize the natural storage and recharge
properties of the critical mangrove forests and wetlands in and around Belize City by integrating them
with flood strategies that incorporate forest protected areas and riparian corridors. More wetlands, such as
along the river and the coastal zones, would also help to control flooding by acting as storage for the more
intense rainfall expected in a warmer climate.
As part of this natural flood defense system, it is important to invest in the maintenance and restoration of
the city’s mangrove forests, as they help reduce the city’s vulnerability to sea level rise. The incorporation
of natural habitats such as these into the city’s flood defense systems can provide a low-cost alternative to
infrastructural investments, with the added benefit of increased biodiversity and open space gains.
This can be simple and effective solutions that protect both Belize City´s communities and natural capital.
It is therefore important to invest in maintenance and restoration of the mangrove forest (that reduce
vulnerability of the city´s coastal areas to sea level rise and extreme whether events, while also
contributing to food security) as part of this natural flood defense system. This incorporation of natural
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habitats into flood defenses provided a low‐cost solution as an alternative to costly infrastructure, with the
added benefit of high biodiversity, and open space gains. The proposed water plan and natural flood
defense system is based on (i) the principle of retain-store-discharge, (ii) the city’s robust network of
native vegetation, and (iii) the restoration of the flood plains along the river’s wetlands. These combine to
form the city’s new landscape of green and blue networks.
The green and blue networks, in combination with the proposed denser urban fabric of downtown Belize
City, are the fundamental pillars for the implementation of the recommended scenario. In addition, many
empty spaces have been vacated following hurricanes, storms, and floods. By utilizing these empty spaces
to serve as water storage vehicles, the problem of flooding turns into an opportunity to re-create attractive
residential areas with a high quality of life.
3F. Waterfront Sub-Strategy for Greater Belize City
Belize City’s three waterfront areas – the river, canals and the ocean have historically been the gateway to
the City, a centre of activity, industry and commerce, bounded at its Yarborough end by active port
facilities. The Master Plan recognizes the important role that the waterfront areas have in becoming a
driving force behind the future sustainable development of the city helping to deliver social, economic
and environmental benefits. The waterfront areas can also support the city in distinguishing its cultural
and geographic strengths and assets.
Annex 10 of this report sets of a strategy for the development of the Belize City waterfronts, with an
overarching goal to transform Belize City´s downtown Belize River and Halouver Creek; the ocean water
front at Yarborough connected through a linear park along Collet Canal waterfront, into an extension of
Belize City downtown and its historical neighbourhoods. Breathing life back into these abandoned
waterfronts that were once at the heart of the Belize City economy is a tremendous challenge, but meeting
this challenge will yield great benefits to the city and strategic benefits for its surrounding region.
To achieve this goal, a series of guiding concepts and principles providing a framework for the waterfront
areas are proposed that are also relevant to the achieving the Belize City Master Plan objectives. The key
principles include:
(1) Creating a network of civic and public spaces and wet-landscapes that are distinctive public
amenities as well as catalysts for private development;
(2) Promoting the development of new, low- to mid-rise, dense and walkable residential neighbourhoods
along the three waterfronts and their wet-landscapes;
(3) Accommodating diverse multiple land uses along the waterfronts;
(4) Incorporating best practice in sustainability and flood mitigation;
(5) Creating a pedestrian-friendly and balanced transportation plan that supports the walkability of the
three waterfronts and their strong connection to the city and to Greater Belize City;
(6) Creating strong inclusionary opportunities for economic development for minority-owned, womenowned, and disadvantaged businesses;
(7) Creating a waterfront Master Plan that can be implemented in discrete increments over time; and
(8) Creating a truly Belizean three-fold waterfront.
To deliver these principles, a series of key projects in the three waterfronts providing a focus for reinvesting in the social, economic, cultural, and physical infrastructure of the city’s strategic urbanized
areas and urban ensembles have been identified in Annex 10. They would also seek to bring back
investment, employment, middle class households and consumption within the downtown and to enhance
the quality of life within the city’s urban ensembles. Annex 10 introduces a range of illustrative plans for
the delivery of these projects and principles across the three waterfronts, noting that the next step as part
of a follow up work will be to elaborate the main elements of the waterfronts strategy into a detailed
Waterfront Master Plan.
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3G. Mobility Strategy for Greater Belize City
The problem of transport in Belize City is maintaining mobility of people and goods within the functional
and expansion area of Greater Belize City. This is a pre-requisite to realizing economic benefits. Mobility
is important because the productivity of large labor markets is essential to cities, and any lack of mobility
fragments labor markets and decreases productivity. Maximizing the economic advantages of spatial
concentration hinges on citizens’ capacity to find work anywhere in the city and its functional area, and
employers’ ability to select workers among a large pool of labor in the functional economic area of Belize
City.
In the long-run, if Belize City cannot sustain mobility it will inevitably decay economically. Thus,
maintaining accessibility for people and goods should be a prime spatial objective and key priority area of
land use planning and infrastructure investments at the larger scale of Greater Belize City, which is the
functional spatial area for the expansion of Belize City as well as for the operation of strategic and vital
hubs and gateways of mobility and accessibility such as the airports and the sea-port.
3G1. Objectives of Mobility Strategy for Greater Belize
A transport strategy and action for Belize City should cover several main components including city
mobility, disaster management, city expansion, and linkages for tourism. The following prime objectives
should be achieved.








To support city expansion by aligning transport infrastructure with development and land use;
To support use of public transport between sleeper communities and Belize through an attractive
high quality service;
To overcome natural (topographic) barriers, which limit connectivity;
To improve urban road safety and reduce casualty numbers and severity of injury;
To promote multi-modal transport including eco-friendly modes such as waterway;
To provide safe and accessible transport for all, including tourists, providing a sense of security;
To provide a sustainable system of maintenance of road surface and drainage;
To maintain high capacity strategic roads as evacuation routes and/or disaster response access routes.
At the macro Greater Belize level, people must be able to travel swiftly and without problems between
destinations including from Ladyville to 8 Miles; from the airport to any other village and town in the
ring of settlements around Belize City; or from the Airports to the seaport and Belize City. This should be
accomplished by a network of roads and efficient bus services and connections.
3G2. Transport Development Priorities
Western Highway-International Airport Link: The Greater area of Belize is poorly connected. Whilst
there is not yet a need for a grid of transport links, an outer link road between the two major highways as
depicted in Figure 3-6 below is recommended to provide a triangle of connectivity distributing longer
distance traffic and linking satellite communities - thereby further facilitating their development, as well
as providing a means to feed employment clusters around the airport. This may be seen as a medium to
long term objective.
Another key aspect is travel to and from Belize City centre from the outer settlements. The congestion
that is occurring on the national highways will inevitably increase as car ownership and car use increases,
and as the settlements expand with growing populations. In concurrence with the city strategies already
identified, relief of these highways can be achieved by (i) self-sufficiency of the settlements, (ii)
construction of a relief road to the south connecting the western highway to the port area (see figure
below), (iii) increased use of bus transport and reduction in private vehicle use.
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Figure 3-8 Conceptual Highway Link from Western Highway to International Airport Area
Source: adapted by PADECO/iE from Google Earth, 2011
3G3. Mobility at Metropolitan City Level
The metropolitan city level is a key layer between Greater Belize City and the downtown for mobility as
it includes distribution of traffic in the built-up area. A mobility strategy requires adequate attention to
fast, comfortable, and convenient public transport and the necessary infrastructure to achieve this. Bus
terminals can be integrated into the city to provide hubs for development including commercial
enterprises, thereby creating demand for public transport and bus services that locate drop-off points close
to final destinations. Therefore, the strategy includes proposals for bus interchanges as key points for city
development.
Mobility also requires a road network that adequately distributes traffic and does not funnel traffic onto
few roads, which soon become saturated. As identified in the assessment of the existing situation,
Haulover Creek provides a major line of severance between the northern and southern sides of the city’s
built-up area with a lack of bridges at the western end of the built-up area. This weakness in the network
for traffic distribution should be addressed in priorities for development and can be addressed by
providing more bridge connections between the northern and southern sides.
Bearing in mind the above points, Figure 3-7 sets out keys aspects of a mobility strategy. This includes
the following key development priorities:



Two major bus interchanges at the Chetumal and Collet areas,
Controlled development along the key structural corridors of the national highways
Options for upgrading the Northern Highway
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

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A relief road linking Chetumal to Faber’s Road to alleviate central traffic congestion,
A possible southern route linking the port and western highway,
Traffic calming, and cycle, pedestrian, and parking improvements
Figure 3-9 Mobility Improvement Strategies at Metropolitan City Level
Key features of the strategy at the metropolitan level of Belize City are discussed in the following
paragraphs.
a. Chetumal Link Road
As shown in the figures above and below, a key identified connector is at Chetumal, where a link road is
recommended to connect Chetumal Street with the Western Highway and Fabers Road via a bridge over
Haulover Creek. Whilst land has recently been cleared in this area, at this time funding for a bridge has
not yet been secured. Although there is little existing traffic data to support the proposal for a bridge and
link road at Chetumal Street, such as origin-destination (OD) and road-user preference surveys,18 the link
is recommended to address the following:
(i)
problems in severance between two halves of the city with insufficient river crossings toward the
western section of the city’s built area;
18
It is recommended that a comprehensive traffic analysis be carried out including OD surveys to assess the
magnitude of passenger and freight road traffic that would use the bridged link road and to make an assessment of
the annual vehicle time and fuel consumption savings that could be facilitated. This will help to justify the scheme
based on economic grounds. Removal of some city traffic may also cause traffic accident savings, though this would
need to be balanced against the increased traffic use of Fabers Road, which will require speed controls (road humps
are already in place)..
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problems related to port related traffic being funneled into the congested downtown area of the city
via Freetown Roundabout;
(iii) balancing of traffic flows between the two major arterials into the city particularly during peak
traffic hours;
(iv) supporting the proposal for a bus terminal/depot at Chetumal with a bus system integrated with
Collet Canal interchange;
(v)
providing a link to create an inner orbital road for circulation of local traffic;
(vi) assisting direct access to Chetumal as a potential development area
(vii) assisting in the extension and revitalization of Mahogany Street as a central spine for local traffic
by connecting to Chetumal development area; and
(viii) assisting in distribution of northbound traffic in city disaster emergency conditions.
For the purpose of this Master
Plan, a preliminary traffic
survey was carried out at
Freetown Roundabout on April
15, 2011.
Figure 3-10 Vehicle Turning Survey, Freetown Roundabout ,
April 2011, showing potential for diversion traffic
Between the hours of 7:00am9:00am, a total of 433 vehicles
entered eastbound from the
Northern Highway and made a
right-turn onto Belcan Bridge
toward the downtown area. A
total of 1095 vehicles proceeded
in a straight-on movement onto
Freetown Road.
It may be estimated that some
2,500 vehicles per day make the
right-turn movement in this
direction, or 5,000 in both
directions. 19 This captive traffic
has potential to divert to the
Chetumal link road. The traffic
movement contains bus units,
some of which may divert to the
alternative link road route. 20
Source: PADECO/iE, adapted from Google Earth
The rudimentary traffic survey described above indicates that a Chetumal link would cause relief to
Freetown Roundabout and the core area of the city, but would not over-burden traffic onto the alternative
Chetumal/Fabers Road route (considering that the main trip-end movement via the roundabout is still
straight-ahead). 21 Diversion of traffic by a Chetumal link road, including some bus movements from
Freetown Roundabout (which are a prime contributor to congestion and tailbacks on the Northern
Highway due to passenger boarding/alighting just before the intersection), will reduce the peak hour
congestion and lower demand on the roundabout’s capacity. Some modifications to the roundabout may
then follow, such as signalization to manage unbalanced flows on the entry arms.
19
Assuming peak hour flow is 10% of annual average daily traffic (AADT), though the actual conversion is
unknown.
20
Depending upon detailed bus routing studies and route permits in cooperation with bus operators.
21
Assuming the capacity of an urban road is 1,000 vehicles per hour (one direction), 400 vehicles would not overburden a Chetumal link road, but still provide some traffic demand justification for the bridged link.
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A key road in the proposals for the road network is Faber’s Road to the south of the city, which connects
the Western Highway with the port area. The road acts as a distributor for various types of traffic
including residential. By connecting Faber’s Road at the junction with the Western Highway and then to a
Chetumal Link through to the Northern Highway, a strategic network is formed, which reduces loading
on the two national highways as they enter the city. Some traffic that uses Faber’s Road would be
diverted from the city centre. Whilst this may have some detrimental impact on the environment of
Faber’s Road, overall this would be offset by removing traffic entering the city centre from the national
highways. Some traffic management controls on the movement of heavy vehicles could be applied to
Faber’s Road to reduce the impact. Residential traffic could be encouraged to make use of the local
distributor road at the back of the residential development alongside the Collet Swamp, rather than
Faber’s Road.
Figure 3-11 Improved Connectivity among City Areas
Source: PADECO/iE from Google Earth Image
As the new Chetumal Street will free Central American Boulevard from heavy traffic originating at the
seaport and moving towards the Northern Highway, it will be important to redesign Central American
Boulevard as an important bike, pedestrian and local bus street that will integrate the two parts of the city
that it physically separates.
b. Non motorized Transport Considerations
Movement by cycles and pedestrian should also be encouraged by improving connectivity among city
areas for these particular modes. It is therefore recommended that pedestrian/cycle only bridges are
implemented at key locations (location depicted above is indicative only). The effect would be to increase
mobility and connectivity while sending a clear message of encouraging non-motorized modes.
Foot/cycle bridges should be provided on clear travel desire lines e.g. connecting between residential
areas and employments centers, as well as schools.
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c. Chetumal Bus Terminal/Depot
Another key feature at this metropolitan level is the proposal for a Chetumal Terminal/Depot on the
outskirts of the city proper. This would be developed with the following functions:

A Chetumal terminal located in a peripheral area of the city could act as an interchange, in addition
to providing space for depot facilities to store buses to remove parked buses from the city centre, and
workshop equipment. It could also include a Park & Ride area for cars - encouraged to transfer to
bus by a program of increasingly rigid parking restrictions in the city downtown;

There should be some scope for inter-city to city bus transfer, but passengers should not be ‘forced’
to change buses at the entry point to the city, as such a service may be unpopular, in general;

This interchange could also serve a new development in the Chetumal area and this would be labeled
as transit-oriented development (TOD), including cycle feeder routes to the interchange;

A connection could be provided from the Chetumal link to Mahogany Street and into the city centre.
This quick ‘through route’ should be allocated for city buses and cycles only, so that the street is not
overloaded with through traffic. This would support the idea of Chetumal development as TOD.
d. Haulover Bridge Improvement
Haulover Bridge is located at the western end of the Northern Highway toward the edge of the Greater
Belize area. This bridge is a critical point in the network as it connects Belize City to the international
airport and to the national road network to access the north of the country, as well as being on the main
evacuation route for the city. Given the age and importance of the bridge, its structural capacity is a
concern, and its height may provide an obstacle to river transport potential. Taking the Western Highway
to access the north of the country via Burell Boom requires a significant detour. Considering the high
importance of this bridge, it is therefore recommended that a structural survey be carried out and any
necessary renovation works be prioritized. Despite its age, the bridge does not appear historically
valuable22, and reconstruction of the bridge to accommodate higher traffic and possibly water transport
clearance could be earmarked.
e. Mahogany Street Improvements:
Figure 3-12 Typical Boulevard Design
Mahogany Street is a key central street within the
Metropolitan scale and provides several functions. As a
major local distributor, it collects traffic form the
intensive development that has taken place between the
road and Haulover Creek. Consequently, it is highly
trafficked at peak hours when commuters and school
children are most active.
The street should be preserved as a local
distributor/collector and as a central highly visible
street of the city, designed to enhance the cityscape and
environment. It is therefore recommended that a
Boulevard design be adopted including attractive
landscaping, wide sidewalks, and facilities for buses.
By connecting to the Chetumal Link for buses and
NMT only, a through-traffic or ‘rat-run’ condition will
be avoided and the aesthetic qualities of the street can
be maintained and further enhanced by integrated
development.
22
Source: unknown
Based on visual observations.
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f. Functional Road Hierarchy
Belize City lacks a clearly defined road hierarchy, which encourages roads to develop haphazardly
without consideration of their existing and future function. It is therefore recommended that the City
develop a proper road hierarchy. A functional road hierarchy (FRH) defines roads according to their
function, rather than by their design standards or physical characteristics. It may not be possible to change
the land use in the short-to-medium term. However, it is possible is to assign an order of priority to the
functions and to change the operating characteristics by road infrastructure and traffic management
measures to reflect the main desired functions. A balance has to be achieved between traffic capacity,
environment, speed, safety, convenience and comfort for all road users (including nom-motorized
vehicles and pedestrians).
The following sample inventory proposes key roads and streets in Belize according to a road hierarchy
that accords to international best practice with some tailoring to the Belize environment. Design,
operational levels, and adjacent development should be in line with the defined road type.
Table 3-1 Proposed Road Hierarchy for Belize City
Road Type
Arterial Road
Road Function
Large volume and strategic traffic with national and
city importance
High volume road with limited frontage access
No parking or waiting
Restricted development to avoid obstacles to freeflow condition
Trunk route for inter-city buses
Belize City Road Name
Northern Highway
Western Highway
Sub Arterial Road
Primary city road linking large city areas, or
providing secondary access toward the downtown
area
Collector/ Distributor
Connecting roads to arterials, and linking residential
areas
Central American Boulevard
Cemetery Road
Vernon Street
Faber’s Road
Coney Drive
Princess Margaret Drive
Mahogany Street
Minor Collector
Connecting residential streets
St. Thomas Street
Urban Street (Normal)
Urban function providing access to commercial and
mixed development
Various
Urban Street
(Prestige)
Commercial street with limited through traffic and
high standard for commercial development, and
pedestrian environment. Flagship and urban model
downtown streets included
Regent Street
Albert Street
Orange Street
Urban Street (special
access)
Urban function with special access arrangements
such as bus-only, cycle-only, pedestrian-only.
Residential Road
(Normal)
Short roads primarily serving residential properties
Various
Residential Road
(Heritage)
Road within area of high number of heritage value
buildings requiring special consideration
Various in downtown area
Using the above definitions as a guide, a complete inventory of streets in Belize City should be compiled
and their functions allocated accordingly. This process should consider adjacent development, zoning,
and traffic demand.
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g. Water Transport
Transport in Belize does not need to be solely road based and the proximity to the ocean as well as the
river and canals provides some opportunity for leisure based water transport. As development around the
river and canal continues, the possibility of minor work-related or personal transport by water mode
would not be ruled out. Such water-based transport should include ferry routes and canal boats facilitated
by re-designed arch road bridges allowing the passage of small water vessels. A local water taxi service
could transport passengers along Haulover Creek from a water taxi station at the mouth of Collet Canal.
Overall, promotion of water transport in Belize City would add to city charm and assist economically
through tourism and adjacent land values.
3G4. Environmental Management Plan
As with all management functions, effective management tools, standards and systems are required. An
environmental management plan or system or protocol attempts to reduce environmental impact as
measured by some objective criteria. Therefore, the environmental management plan intends to disclose
two fundamental management tools which are synonymous with environmental issues produced by the
project. The plans are as follows:
Environmental Impact Mitigation – Impact mitigation is the most critical component of any
environmental study process. It aims to prevent and reduce adverse impacts from occurring and keeps
those that do occur within an acceptable level.
Environmental Monitoring – Environmental monitoring provides information that can be used for
documentation of the impacts that result from the project’s activities. This information enables moreaccurate prediction of the associated impacts. Therefore, the monitoring system could warn the relevant
authorities of unanticipated adverse impacts or sudden changes in impact trends.
a. Impact Mitigation Strategies
Impact mitigation strategies for the aforementioned impacts are summarized in the following sections.
Mangrove Protection and Wetland Conservation
As with many land clearing programs, the clearing of mangrove and reclamation of wetlands for
residential, commerce and industrial activities does negatively impact the environment. That is why it is
important to consider environmental planning within the city’s development and expansion context.
Considering the present scenario, mitigational strategies would include the proper demarcation of the
city’s boundaries or city limits in which an ‘acceptable’ impact can be achieved. In other words, the
negative impacts due to land reclamation and rehabilitation have already been perceived and ‘accepted’
by society as necessary for population growth and potential economic development. Other mitigational
measures can also include the creation of conservation areas or zones to protect and conserve the natural
environment. Belize City has several protected areas that serve this purpose mainly Dolphin Park, Burdon
Canal and Krooman Lagoon. These areas were designated as protected areas in order to protect the
valuable ecosystem contained within.
Likewise, it is imperative that both judicial enforcement as well as political will prevail in conserving
these areas as protected areas. In addition, the wanton squatting should be discouraged and enforced and
not allowed to get out of hand, especially during political campaigns.
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Figure 3-13 Protected Areas near Belize City
Wastewater Treatment Strategies
Mitigational strategies involving wastewater management are presented as several alternatives rather than
a preferred choice. These alternatives include the standardization of septic tanks and the expansion of the
wastewater collection system to cover the city. The expansion system would also include the proper
treatment and disposal of wastewater.
In regards to the standardization of the septic tanks, this endeavour would address the potential negative
impacts associated with this issue in Belize City. Enforcement and administrative support is necessary to
ensure that this standardization takes effect. Presently there is much ambiguity as to which government
department should oversee such endeavour and thus there are many discrepancies. These governmental
agencies include Public Health, Local Building Authority and the Department of the Environment. A
legal framework must be established as to who should be in charge rather than a multidisciplinary
approach.
The other alternative considers the expansion of the wastewater collection system through the city and
would include connections to the outskirts and marginalized areas. This mitigation measure would require
a heavy investment but would address the environmental impacts associated with wastewater
management. In addition, several alternatives are presented within this concept for the eventual disposal
of the ‘treated’ waste from the sewer ponds. Such alternatives include extending the outfall of the present
sewer ponds well into the sea where it would dissipate and dissolve. Another alternative include a deep
well injection method where the ‘treated’ waste would be injected into the earth. This is a safe and proven
method, especially considering the lack of any freshwater aquifer or ground water stream.
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Solid Waste Management
In terms of solid waste management, the strategies towards mitigating the negative environmental impacts
are more oriented towards an education and sensitization scheme and as well as improved collection
services. The recent activation of the Solid Waste Management Authority and its investment in closing
the Mile 3 dumpsite and construction of a regional sanitary landfill should facilitate the mitigational
strategies. Proper enforcement and public consultation and participation should be geared at addressing
these impacts.
Future considerations in solid waste management should also be considered and directed towards waste
separation or classification with recycling or reuse potential. Not only would the issue of solid waste
management be addressed by the volumes would be reduced. This principle is visibly displayed by the
tourism sector, more so the resort communities who have, as part of their environmental compliance
process, embarked in these kinds of activities to address their solid waste issues.
Waste Minimization Strategies
Furthermore, small scale recyclers have been on the rise and this micro industry mainly deals with the
recycling of metals (iron, aluminium, zinc, copper etc.) and plastics. More recently, environmental
conscious products and waste minimization strategies have been on the rise and mostly practiced by small
commercial establishments and some residents. Nevertheless, the contribution of these individuals
towards solid waste management in Belize City is enormous and quite visible.
b. Climate Change Adaptation Strategies
There are a variety of interventions available in the pursuance of climate change adaptation. These
strategies should be compatible with the existing ecosystem services of the wetlands and mangroves in an
attempt to protect citizens of Belize City from flood and sea level rise risks. Some potential strategies
include:



Investing in the sustainable management of the river basin to expand livelihood assets and enterprise
opportunities
Investing in the water and natural resource governance that builds flexible and coordinated
institutions.
Creating a code for achieving a sustainable residential solution that is compatible with the ecosystem
services. This code could be conceived as a series of levels to be achieved over time.
Eco-Infrastructure
Reducing vulnerability to climate change and natural hazards requires a combination of reduced exposure
to hazards, reduced sensitivity to their effects and increased adaptive capacity. In each case, the
environment, its natural eco-infrastructures and related institutions and governance have key roles to play.
Exposure to hazards can be reduced through environmental means. As mentioned earlier, Belize City is
characterized by high levels of exposure to the risk of flooding as well as to storm surge hazard. This risk
of flooding can be lessened by restoring floodplains; the risk of drought can be minimized by preserving
the wetlands and groundwater recharge areas; and risk of coastal erosion, storm surge and hurricanes can
be reduced by protecting the mangroves forest.
Thus the above natural ecosystem services of the Burdon Canal nature reserve are strategic
environmental, cultural, economic, and historical assets that the Master Plan needs to protect and
enhance. This spatial structure vision could be translated into a series of key investment projects designed
to conceive the environment and the eco-systems services of the Burdon Canal nature reserve as (eco)infrastructures, that preserve, enhance, and develop:

the drainage function of the river basin,
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the protection function of the mangrove, and
The maintenance of the ecosystem (wetland-mangrove) as carbon stores for blue credits.
These investments for protecting these eco-infrastructures also require further investments in


the sustainable management of the river basin to expand livelihood assets and enable economic
development through enterprise opportunities related to wetland fisheries, or agricultural
diversification and agro-forestry
The building of adaptive capacity through water and natural resources governance that creates
flexible and coordinated institutions and the dissemination of knowledge needed to empower people
in planning and decision-making about adaptation to natural hazards and climate change impacts.
Strategic Infrastructure
Another consideration is the implementation of coastal protection infrastructure such as levees and sea
walls as a temporary defense against sea level rise and flooding. A study by UNDP indicates that
protecting Belize City from a 1-2 m sea level rise situation would require 40.14 km of protection works.
New levee construction for protection would cost the city USD 197.4 million and new sea wall
construction would cost USD 684.3 million.
Figure 3-14 Coastal Protection Infrastructure Required for a 1-2m Sea Level Rise Scenario
Source: PADECO, 2011
c. Surface Runoff and Drainage
The strategy and action plans towards surface runoff and drainage impacts is quite simple but complex
considering the social aspect. Most of the city’s drainage and flooding problems can be remedied and
achieved by a number of ways. One such manner is the construction of appropriately designed drains and
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culverts to reduce the water retention time needed to cause flooding. Adequate drainage coupled with
constant preventive maintenance should alleviate much of the primary and secondary impacts associated
with surface runoff and drainage. Therefore, it’s imperative to standardize the design and carryout the
appropriate drainage studies in order to effectively address the problem. Most of the times, the latter
component is omitted and replaced by local knowledge.
Another strategy is the construction of additional canals and the restoration of abandoned canal systems.
This need is warranted as the intention is to improve the existing drainage system transforming it into an
effective means of moving water. Likewise, the canals and their adjacent streets could be reused to
strengthen the local drainage situation and at the same time enhance the quality of life to the city.
d. Air and Visual Pollution
Mitigation strategies for air and visual pollution can be found mainly in enforcement and policy
development. Enforcement as the name implies relates to the restriction of wanton burning of waste and
other materials during land clearing and waste minimization. Enforcement can also be applied to point
source emissions such as vehicular exhausts and VOCs produced by local automotive shops and boat
building establishments. These sources have been identified as a contributor to ozone depletion and as
such policies should be drafted to enable the monitoring and compliance of vehicular or engine exhausts,
especially diesel emissions (DE). This is not a new concept but a growing trend in developed countries. A
compliance framework as well as regulations must be drafted to meet and exceed international
compliance.
Overall, the general public must be educated and sensitized in terms of air pollution and its potential
cumulative environmental health effect on the growing population. Visual contamination on the other
hand requires a more simplified approach and can be remedied by conventional methods such as simply
removing or demolishing the source. Others can be categorized as restoration projects and thus improving
the vista and preserving the culture.
e. Environmental Management Plan (EMP)
Comprehensive or targeted monitoring can be used as an integral component of responsible life-cycle
environmental management of major projects, plans or programs. Current environmental considerations
are focused on the use of monitoring in conjunction with the implementation of mitigation measures.
Additional valid purposes of environmental monitoring include, but are not limited to, establishing a
baseline conditions, documenting and managing experienced impacts, evaluating the effectiveness of
mitigating measures, and validating impact-prediction techniques (Canter, 1993).
EMP Purpose
Numerous deductions and implied benefits can be delineated from pre and post environmental
monitoring. The primary purpose of monitoring is to provide information which could be used for
evaluating the effectiveness of the implemented mitigation measures. Likewise, the environmental
monitoring provides information which could be used to verify predicted impacts and thus validate
impact prediction techniques. Based on these findings, the techniques for example, mathematical models
could be modified or adjusted, as appropriate. This implied benefit could be used to provide information
to government departments to control the timing, location, and level of impacts of a project. Control
measures would involve preliminary of regulation and enforcement measures.
EMP Principles
The principles underlying environmental monitoring as it relates to any given development is to observe
for any changes over time that may be associated with the development. These changes would in principle
vary over time in both magnitude and direction. In the case of the latter it is important to understand that
changes in environmental parameters and functions may be positive or negative.
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Thus in principle a monitoring plan does not necessarily focus on the perceived or anticipated negative
changes precipitated by a given development, or indeed vice versa where the focus may be on the positive
or beneficial changes only. The parameters chosen are those that have been identified in the analytical
process as being affected in the most significant way by the development.
Table 3-2 Environmental Management Program Activities
Issue
Mangrove
Destruction and
Wetland Reclamation
Program Activities
Ensure that the city’s development
is confined within the city
boundaries.
Critical Levels
Development outside city
limits should be separated.
Ensure that enforcement is geared
towards wanton clearing and
squatting.
No policy in place to address
this issue.
Track population growth by means
of simplified methods and measure
its environmental impacts
Tipping point in terms of
environmental sustainability
Ensure that protected areas are not
de-reserved for subdivision
purposes.
Need to convert more swamp
land to residential/
commercial or industrial
areas.
Ensure that there is in place proper
mechanism to standardize the
construction of proper septic tanks.
Lack of performance
indicators and policy
implementation.
Expand and facilitate the rest of the
city with sewer collection.
Failure to achieve expansion
goals.
Educate and sensitive general
public on its importance.
Wanton disregard and
accumulation of solid waste.
Implementation of adequate
collection and disposal
mechanisms.
Failure to meet objectives
related to daily collection and
disposal.
Climate Change
Elevation of residential dwellings
in flood prone areas.
Non compliance due to
financial constraints.
CC, DOE, Citco
Issue
Surface Runoff and
Drainage
Air and Visual
Pollution
Program Activities
Ensure proper draining of surface
waters and floodwaters.
Improvement in air quality and
vista.
Critical Levels
Waters remain stagnant with
no recession.
Non compliance and non
conformance.
Agency
Citco, DOE
Wastewater
Generation
Solid Waste
Generation
Agency
LUA, FD, Citco
DOE, Citco
SWMA, Citco,
NICH, DOE
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SECTION 4 URBAN REVITALIZATION PLAN
FOR DOWNTOWN BELIZE CITY
In the previous section, a macro-scale development scenario and strategy was recommended for the
Greater Belize region. This section delves into more detail regarding select strategies and investment
priorities with which to address development issues facing downtown Belize City. The proposed
strategies maintain an integrated approach that incorporates the many sectors and stakeholders involved.
The downtown strategy continues from the earlier proposal to extend the periphery of its functional area
toward Central American Boulevard.
Figure 4-1 Extending the Functional Area Belize City’s Downtown
Source: PADECO/iE, 2011 (Google Earth base)
4A. Sub Sector Strategy
4A1. Land Development Strategy
The Master Plan for Belize City recognizes that urbanization will continue to put pressure on already
limited access to land and seeks strategies that diminish this pressure. As described in the preceding
sections, the objective is to enable density and an urban form to move in tandem with rapid urbanization,
as well as with the over-arching needs to expand a Belize City urban economy; a safe urban environment;
a high quality environment; and a rich variety of hosing tenures.
It is important to identify the optimum locations for the mix of multiple and different land uses required.
This may include residential, employment, schools, health and community facilities, shopping and
services, leisure, sports and recreation, and other open spaces. These mixed use areas should be
designated where they can generate the most vitality. Residential densities and capacity, and the potential
mix of tenures should also be considered. It is also important to “subdivide” Belize City’s downtown into
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territories of different charm. Charm may relate to such matters as materials, built form, density, building
typology, landscape character, ethnic cultures, etc (important examples are: The Creole neighborhood, the
Indian neighborhood, the Chinese neighborhood, the Central American neighborhood, etc, in other words,
the different territories making up the ‘melting pot’). Regarding energy, resources and waste, it is
important to determine the impacts of the existing and proposed mix of land uses will have on energy and
resource consumption and waste management.
a. Retail Core Development
A key strategy is to focus the retail core around Orange Street, Northern Collet Canal, and the Albert
Street region. The Collet-Orange Street region has the potential to become a multi-use sub center because
it is currently highly accessible through its connection with the Western Highway and is well-served by
the bus station. Most of the region’s buildings are currently oriented towards the street and are hence
visible to passers-by. Additionally, the street creates a rich microclimate. The relation between the
building heights and the street width allows for optimal shading and the funneling of air down the street.
The region is also in close proximity to many community facilities, such as those in Battlefield Park and
along Albert and Regent Streets.
However, the street currently lacks well-designed public spaces that can transform the street into a more
multi-use sub-center. To reclaim the street for pedestrians, it would be optimal to extend the sidewalk and
cover it with a pergola and a colonnade.
In addition, a new public square could be planned and designed at the western end of the street, to connect
with Mule Park and Battlefield Park. The region could then be enlivened with multi-store mixed-use
environments that combine small-scale retail units, cafes, community facilities, and small offices with
residential units.
Figure 4-2 Conceptual Revitalization of Albert Street
Albert Street also has strong potential to
with Pedestrians, Water, and Landscape
contribute to the proposed downtown
commercial core. As many of the existing
businesses along the street are currently
going through a financially difficult period,
the proposed strategy may in turn help
bolster their respective economic conditions.
The physical integration of Albert Street
with the rest of the city will encourage
residents and visitors to use the street more
extensively. The careful redesign of
development projects, street layouts, and
pedestrian routes should be used to draw
more people into the street. To accomplish
this, it is important to identify opportunities
by which existing businesses may expand
and new businesses may be added.
To provide an attractive environment along the street, a series of initiatives, such as the addition of
affordable residential units along the upper floors, provision of landscape improvements, and initiatives to
support the viability of local shops, should be considered.
b. Economic Development
As the recommended development scenario revolves around a concentrated downtown retail core
complemented with mixed-used developments, there is strong potential for increased employment
activities in the downtown region. Shops and related business will benefit from the overall regeneration of
the city, which will be further enhanced by strategies that bring tourists and other visitors into the area.
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The economy may further develop due to the overall industrial restructuring that will occur as a result of
the concentrated growth scenario. As employment opportunities begin to center around the service, retail,
and construction sectors, the pay scale will also correspondingly change. Because of the agglomeration
principle, more businesses will be attracted to develop their services in the downtown region. Through the
successful implementation of the scenario, increased retail spaces and services will increase the number
of visitors and residents in the area, which will in turn attract additional retail shops and services.
Additionally, the concentrated growth scenario would promote gains in energy efficiency and social
sustainability, as people would be able to live, work, and play within a smaller radius. This scenario
would also foster greater productivity, due to reduced commuting times and a greater concentration of
creative, knowledge, and business-oriented clusters. However, in order for the growth to be sustainable,
there will need to be strong initiatives in infrastructure planning and downtown zoning policies. In
addition, policies may be considered by which recent graduates might have an incentive to work in the
downtown area upon graduation, to prevent an outward-shift of human capital.
A high concentration of retail activity is emerging along principle routes and points of convergence, such
as along Orange and Albert Streets and Mule Park, as mentioned in the previous section.
In addition to this commercial core, there are other areas in downtown Belize City that have the potential
to function as secondary multi-use centers. These regions, including the areas along Central American
Boulevard, Mahogany Street, 6th Street, and Coney Drive, offer a combination of small-scale retail,
office, and leisure facilities. To enhance these areas, the development of flexible ground floor units could
be encouraged. By targeting these areas for mixed-use development and taking advantage of the profile
of the regions, there is strong potential to capture passing trade opportunities.
c. Public amenity and Social Safety
Improving the quality of life in downtown Belize City is a key component of the proposed Urban
Development Plan. In alignment with this goal, it will be important to set aside additional areas as public
spaces for cyclists and pedestrians. The waste collection situation should be also considered when striving
to improve and develop public spaces throughout the downtown region. As mentioned in Section II
Existing Situation, garbage is visible along many streets, ditches, and in the creeks and canals of the city.
In order to enhance public spaces, it will be necessary to address this issue through:





Extended waste collection operations;
Awareness and educational campaigns about littering;
Enforced regulations and fines;
Improvements to disposal sites/landfills/ incinerators;
Recycling initiatives.
In addition, reducing crime throughout the downtown region has strong potential in contributing to
increased tourism and overall economic growth. The economic situation of a region is often closely
correlated with the rate of crime. Therefore, decreasing poverty may help alleviate criminal activity to
some extent. Along with economic development though, the city should also focus on works to help to
mitigate social conditions through avenues such as affordable housing, career service centers, vocational
training, health care, public education, and others. A strong example of a social approach to security
improvement is the Harlem Congregations for Community Improvement Inc. in New York.
d. Priority Development Areas
Full descriptions of priority development areas (termed as ‘urban ensembles’) are provided in Section
5, and development and revitalization of these ensembles form the main land use strategy for this
Master Plan.
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The identification of urban ensembles, which are localized and prioritized areas for investment to
invigorate economic growth is a key strategy for the Master Plan. Many of the proposed ensembles are
located in the central area of Belize City including the downtown.
The ensembles take the Master Plan’s goals, themes, and strategies and articulate them into a physical
investable plan, while aligning with local and national interest and the business lines of international
development agencies. With regards to social aspects, revitalization of the economy through these urban
ensembles includes workfare programs or labor intensive public works projects, which provide effective
impacts including income, employment, and on-the-job training for unskilled workers. To further
maximize benefits to the urban poor, employment can be drawn from the low income areas of the urban
ensembles, for example, hiring local residents for slum and infrastructure upgrading activities.
4A2. Mobility Strategy and Plan
The mobility strategy at the level of the downtown area of Belize City should fulfill the following
objectives.






To support densification of the urban core, reducing the need for motorized trips;
To support the development of sustainable infrastructure by providing suitable access arrangements;
To support the preservation of heritage infrastructure;
To maximize the usable capacity of the street network and encourage an allocation of road space that
is equitable to the movement of people rather than vehicles;
To raise the status of pedestrians and cyclists within the transport hierarchy;
To improve the permeability of the downtown area for the movements of pedestrians and cyclists.
Also, as an objective that overlaps with land use planning, the downtown area should be permeable for
high mobility and highly connective between destinations. This means that areas within a grid spacing of
up to 100m (or ideally 50-70m) should accommodate the basic needs of residents within that area and
contain sufficient infrastructure to provide access. Development blocks considered wholly within this grid
size. Dead ends should be avoided so that pedestrians and cyclists maintain a mobility advantage over
motorized vehicles, who instead must navigate main streets and one-way systems.
a. Public Transport Strategy:
Key aspects and possible interventions for public transport are provided in the sections below.
Central Bus Interchange Redevelopment. The bus terminal at Collet Canal should be redeveloped in
line with redevelopment of the surrounding area so that it becomes a key feature of interchange and
multimodal transport. Its function should also be integrated with proposals for a bus depot at the
Chetumal area.
The figure shows an 800m walking radius from the bus interchange. This may be considered as the
perimeter of comfortable walking distance and highlights the number of destinations that are ‘within
reach’ in the downtown area from the central bus location without a need for onward motorized transport
to final destinations including employment centers and schools. On the western edge of this perimeter lies
the Northern Highway bus stop, suggesting effective spacing between these major bus stops.
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Figure 4-3 Walking Perimeter from Collet Bus Terminal/Interchange
Source: PADECO/iE, 2011 from Google image
Expansion of the central bus station to occupy the area fronting the main street will allow a new
entrance/exit onto the eastern end of Cemetery Road, which will remove the need for buses to traverse the
narrow streets around the canal. From the bus interchange, passengers will proceed to their final
destinations via streets that are safely designed for non motorized transport and that help to preserve the
natural and cultural heritage of the city. The aim is to identify streets that can accommodate the
movement and weight of large bus vehicles and to safeguard smaller streets.
The basic concept for a bus interchange may include a rotary area for buses. Other features would include
taxi bays, landscaping, and a plaza area. This concept can be applied to the design for the Collet Bus
Interchange, while integrating commercial development to ensure that the area becomes a hub and centre
point for the downtown area.
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Table 4-1 Bus Interchange Design Principles
Bus Circulation Area
Bus Parking Area
Concourse Area
Office Facilities
Cycle access and facilities
Taxis
Kiss and Ride
Park and Ride
Passenger Information
Bus Stops
Signage
Safety and Security
Passenger Facilities
Commercial Exploitation
Minimal requirement for bus reversing unless space constraints
Minimal conflict between buses and passengers by segregation
Layout will discourage jaywalking by pedestrians/passengers across bus circulation
area
Areas for easy boarding and alighting
Adequate circulatory space to avoid obstructions
Separate entrance and exit arrangements
High visibility splays at interchange entrance/exit
Adequate bus layover, waiting, and parking areas
Clearly marked bays
Limited provision for bus parking (see Chetumal terminal scheme for long stay
parking)
Adequate number of boarding and alighting berths based on demand
Seating provision
Bollards to prevent buses encroaching on pedestrian space
Automated screen door for passenger access to concourse
Passenger service office; administration office; ticket office; staff area; canteen; store
room; toilet facilities; first aid room
Safe, convenient, and well signed routes to the interchange, segregated from buses,
cars, and taxis
Adequate and secure cycle parking facilities with shelter
Adequate space for taxi rank close to the interchange
Adequate illumination and signing for transfer to/from bus
Adequate space for quick dropping off and picking up passengers by car
Allocation for paid parking of motor vehicles who use the interchange facilities
Provision of information on public transport services, routes and fares
Information to guide passengers within the interchange facility
Information including stop name/number, destinations, etc.
Clearly visible and standardized signs providing information to navigate within the
interchange facility
Provision of CCTV and help points
Adequate staff
Well lit areas with regular maintenance
Adequate and comfortable waiting areas, washroom facilities, ticket sales counters,
refreshments, facilities for disabled, etc.
Retail outlets, cash points, telephones, advertising etc. within the facility
Commercial premises adjoining or close to the facility
Bus Stop Improvements: The waiting areas for buses at bus stations (stops) require improvements
throughout Belize City. Waiting areas should provide comfortable facilities, which offer protection from
the weather (shade and shelter) as well as seating, and up-to-date bus timetables. Innovative methods
should be sought to fund such improvements, including revenues from advertising on the facilities
themselves. The practice of bus operators stopping at arbitrary locations to pick up and drop off
passengers should be strongly dissuaded through the permit operating process including a penalty system
that is enforced. Where possible, lay-by areas will be provided to remove stopping buses from the
carriageway and allow safe boarding/alighting by passengers. Major stopping areas should be integrated
with safe and attractive pedestrian routes so that passengers reach their destinations without delay.
Stopping areas of the carriageway should be highlighted by line markings and possibly colored surfacing.
This will help to deter illegal parking which causes obstructions to bus operations. Standardized designs
for bus stop infrastructure and markings should be developed, so that each improvement conforms to a
consistent and visible strategy.
Northern Highway Bus Stop. A key bus stop on the edge of the downtown area is located at the
Northern Highway close to Freetown Roundabout on the eastern direction. A high number of buses stop
here during the morning peak hour before proceeding to the central bus station. This bus stop should be
improved. A lay-by area for general vehicles and taxis takes a prominent position in front of the bus stop
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highlighting the problem of lack of priority to bus transport in the city. The option of relocating closer to
the roundabout on a dedicated right-turn lane at the roundabout should be explored. Although requiring
some land acquisition, the advantage of this arrangement is that passengers would alight in close
proximity to the pedestrian footbridge, which is currently under-used partly due to the misaligned existing
bus stop location and the unrestricted option to cross the carriageway at-grade. If relocation is not
possible, improvements to the existing bus stop site could be made by utilizing more of the verge area for
the lay-by area and improving waiting facilities. Broken footways in the immediate area on the walking
desire line toward Belcan Bridge should be improved.
Figure 4-4 Northern Highway Bus Stop Improvement
Source: PADECO/iE, 2011 from Google image
The traffic management strategy for downtown Belize contains components for pedestrians, cyclist, and
parking, as described below.
b. Traffic Management Strategy
Pedestrian Sub Strategy:
Improvements to the pedestrian environment should include those listed below.







Repairing of surfaces and use of improved paving tiles
Provision of street lighting to improve ambience and public safety
Security by design of streets that avoids anti-social behavior
Amenity features such as street furniture, artwork, and public toilets
Safe, signal-controlled crossings on busy roads and at intersections
Covered walkways in key areas
Direct routings for pedestrians.
In line with international best practice, footways in the downtown area should be designed to achieve
widths of at least 1.8m, and 2m wherever possible. This allows reasonable space for single pedestrians to
pass each other and for wider groups, such as wheelchairs and pushchairs to avoid encroachment onto the
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carriageways. In high areas of high commercial activity, wider pedestrian widths should be achieved with
landscaping and street furniture integrated.
Figure 4-5 Conceptual Extension and Cover of
The strategy is to improve the walking
Narrow Sidewalks in Commercial District
environment by widening sidewalks, providing
(Orange Street)
smooth walking surfaces, and traffic calming to
reduce motor vehicle speeds and deter vehicle
from routes with high pedestrian activity. The
pedestrian upgrades that were recently
implemented in Albert Street should be used as a
model for upgrades to further streets in Belize
City. However, the walking experience should
be further improved in key streets using methods
such as covered walkways with architectural
aspects. This action will effectively reclaim the
streets for pedestrians and reinforce a rich
microclimate for commercial activity, which
itself would be encouraged.
Cycle Improvements
Improvements to the environment for cyclists should consider
safety, comfort, directness, and a cohesive network. Previous
attempts at allocating sidewalk space for cycling appear
unsuccessful and more focused measures could be introduced at
areas where conflicts occur between cyclists and large vehicles.
Typical measures that should be implemented include advance stop
lines at signal-controlled intersections to give cyclists an
advantage, ‘quiet’ routes (away from busy roads) with route
signing, and safe well-lit cycle parking facilities at major
destinations. Greater consideration for cyclists could be adopted in
the design of road humps, which are ubiquitous in Belize City. As
shown in the figure, a level gateway at the curbside of the hump
can be allowed for cyclists’ comfort. Other methods could be
creatively applied. For example, considering the high number of
one-way streets in the downtown area (which conveniently raise
the running capacity of the streets and the curbside capacity for
short-term parking) cycle contra-flows could be implemented.
These give a direct advantage of the motor vehicle.
Figure 4-6
Cycle Bypass at Road Hump
The decision to allow mixing with pedestrian activity or allocation of the sidewalk or use of the vehicle
highway may be taken on a case-by-case basis with reference to accident records. The strategy should
also include a component to encourage recreation and tourist cycling routes in attractive areas of the city,
such as the seafront.
Signs and Lines: Routes for cyclists should include protection from motor vehicles. This should be
achieved by dedicating quiet streets to cycle and pedestrian use, and segregating cyclists from motor
vehicles, either physically or through road markings. The downtown area between East Collet Canal and
the seafront contains a fine network of narrow streets that provide pleasant a cycling environment with
heritage features. The main consideration here is to provide restrictions on motor vehicles to dissuade
heavy vehicle use of these streets.
Cycle Parking: The strategy for cycling will include not only safe linkages for cyclists between
destinations, but also a cycle parking strategy that allows cycles to be safely parked at key points in the
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network. This requires dedicated facilities for cyclists to safely and securely park their bicycles. Key
locations will be close to shopping areas and employment centers. Schools should also have sufficient
provision for cycle parking to accommodate a high user group, while encouraging a growing city culture
of cycle use.
Traffic Calming Sub Strategy:
There are many road humps (sleeping policemen) within the streets of Belize City. These help to control
the speed of city vehicles, providing a traffic calming function. Their design and implementation in Belize
is inconsistent as standard design specifications are not followed. The use of horizontal deflections in the
carriageway should also be considered as a method of reducing vehicle speed.
As part of a traffic calming
strategy, boulevards can be
upgraded with street median
and landscaping features,
which creates a higher quality
environment and reduces
speeds of motor traffic. Lane
widths will depend on traffic
volume, and where possible
non-motorized parallel lanes
can be segregated. Such
treatment could be applied to
Central American Boulevard.
Figure 4-7 Boulevard Design
Parking Improvement Sub Strategy
Objectives: Parking management is an important tool in traffic management and can contribute to the
relative attraction of public transport by effectively restraining the use of private vehicles. A city-wide
parking strategy should be introduced to Belize City, which other cities in Belize can later follow as a best
practice guideline as demand for parking increases.
The strategy for parking in Belize City should meet the following objectives.






To remove congested and untidy parked vehicles from streets, to reduce congestion and an unsafe
pedestrian environment
To utilize parking supply and parking levies as a traffic management tool to regulate car usage and
encourage public transport;
To create a hierarchy of user access to parking facilities in the following order: physically
disadvantaged, residents, short-term visitors or commercial activities, long-term parkers such as
work commuters;
To restrict availability of on-street parking for long-stay vehicles e.g. commuters;
To utilize revenue from parking fees and fines to invest in urban transport improvements, such as the
building of off-street car parks and improving public transport; and
To mobilize effective enforcement of parking regulations to ensure compliance and protect the
income-stream from paid parking.
Priority Project: Controlled Parking Zone. A controlled parking zone or area (CPZ) should be
implemented in the Downtown Area of Belize City. In this area many vehicles park freely in the streets
and many of these remain all day, which will increasingly have a negative impact on commercial and
residential activities of the narrow streets. This would include on-street parking restrictions with clear
signage and curbside markings. This would serve three main purposes:

To increase the running capacity of narrow central streets e.g. by allowing parking on one side only;
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To remove long-term parking which impedes the retail and economic activity generated from shorter
term parking
To restrict the freedom of the private motor vehicles thereby encouraging public transport and non
motorized modes.
The hierarchy for the parking of motorized vehicles should be: (1) residents, (2) commercial owners and
their deliveries, (3) short-term parkers, (4) long-term parkers. The plan would not be to remove all
parking from the area, but to accommodate a manageable amount that supports economic and residential
activity. The benefactors from this strategy will be retail establishments, who will achieve a greater
turnover of customers near their premises, in addition to bus operators who will attract patrons who
decide it is more convenient and cost effective to utilize buses, and the environment which will be
improved in terms of both aesthetics and safety.
Parking capacity should be increased by providing off-street parking lots (requiring reservation of
available land) and on-street methods, such as line/sign restrictions, and one-way streets which free up
one side for parking when the street is narrow. Eventually a paid parking scheme should be introduced by
using vouchers or curbside parking machines
Parking Lots: Loss of on-street parking space by the implementation of parking restrictions inevitably
requires a mechanism to accommodate the displaced vehicles, particularly long stay vehicles. This should
be achieved by formalization of off-street parking lots, utilizing vacant space or parking space integrated
into commercial development. Such off-street parking areas should be charged at rates allowing both
short and long term parking, and the revenues used to contribute to resources for enforcement. Such
enforcement will be a key aspect of the strategy that will determine its ultimate success. Revenue from
parking penalties can also contribute to enforcement resources. It may be expected that displaced vehicles
will move outward to areas outside the restricted zone. This would stimulate a second phase, and further
phases, of the parking plan. Phase 2 of the parking plan would involve expansion to the adjacent
residential area, where a neighborhood parking scheme could be introduced. In the mainly residential
area, parking on streets would be available for residents only.
In order to implement a restricted parking zone, it is essential that full consultation take place with both
residents and retail owners to accommodate their needs including access to properties. It is also important
for the City to identify areas for parking lots and take necessary steps to secure those areas for public
needs.
Enforcement: Parking control measures require suitable enforcement – a parking scheme is only as good
as its enforcement. Therefore, before implementation, the institutional arrangements would need to be in
place. This requires a suitable body, such as the Traffic Police or wardens with prescribed powers, to
enforce the scheme with daily patrols and a penalty/fine system. Revenues from penalties may be used to
help offset enforcement costs – a common method in European cities.
c. Intersection Sub Strategy
Belize City currently only operates 3 traffic signal controlled intersections. The current approach to using
city traffic department staff to control traffic at relatively small intersections during peak hours should be
gradually replaced by signal hardware. A program of implementing area wide traffic signals would
improve traffic circulation and help to reduce conflicts and traffic accidents. It would also assist
pedestrian movements around busy intersections. At the same time, it is recognized that traffic signal
infrastructure is relatively expensive to procure and maintain. At certain intersections, small roundabouts
provide an effective solution to circulate traffic freely and reduce accident severity, while also allowing
landscaping features.
Intersections for improvement should be prioritized and selected on the basis of safety (with reference to
existing accident records by analysis of police records) and magnitude of traffic (both motor traffic and
pedestrian). Where there are large pedestrian flows across main roads on routes to key destinations,
dedicated pedestrian crossings should be provided. Junctions which remain un-signalized should be
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reviewed and altered as necessary to provide adequate visibility splays to reduce accident risk. Reference
to accident statistics will help to identify and prioritize such junctions.
Freetown Roundabout Re-design
This design proposes the design of a multifunctional wet park area within the center of Freetown
Roundabout in order to create a symbolic and functional dynamic space within the City.
Figure 4-8 Freetown Roundabout
Figure 4-9 Roundabout Wet Park Design
The roundabout will continue to distribute
traffic at an important node within the transport
network, but also provide a collecting area for
stormwater and a higher quality environment.
4A3. Tourism Strategy and Plan
According to the Belize National Sustainable Tourism Master Plan, the rate of inbound overnight tourists
will grow as high as 5.7% per year, which could double the number of tourist arrivals within 20 years
(232,000 tourists in 2009 to 556,000 tourists in 2030). To support the anticipated demand, the private
sector should make the appropriate investments needed to ensure that accommodation, transport services,
tour options, and retail entities are in order.
The proposed tourism vision for Downtown Belize centers on safety, cleanliness, convenience, and
prosperity. To fulfill this vision, the following strategic components should be taken into consideration:
Table 4-2 Strategic Components for Urban Tourism Development
Components of Vision
Description
1
Crime free city
Downtown area become crime free
2
Secure against storm and flood
Tourist facilities among the water front are secured all year around
3
Clean environment for land and
water
Solid wastes are appropriately handled and disposed for cleaner
streets, premises and waters.
4
Diversified tourism products
Tourists enjoy variety of tour programs repeatedly
5
Bustling downtown with pedestrians
Streets and alleys are full of local people and international tourists
6
Good traffic management
Including multi-modal traffic (bus, car, motor bike, bicycle, boat, ) car
parking, promenade which is comfortable for pedestrian,
7
Involvement of broader people to
tourism
As many as local population contact tourists and take care of them as
business or as NPO activities.
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Components of Vision
Description
8
Cultural attractions
Craft, painting, performance arts are always available in the city
9
Gateway of Belize tourism
All the tourists who come to Belize use the city as gateway with
sufficient orientation function to the rest of the country.
10
Fewer seasonal or daily fluctuation
Belize City receives stable tourist without big fluctuation
Some of the development components in the Table 4-2 collate to the strategy to reach 2030 vision in the
“National Sustainable Tourism Master Plan (NSTMP) for Belize 2030.
Table 4-3 NSTP2030 and Strategic Components of Belize City Tourism
No.
Strategy to reach 2030 of NSTMP
Development Component of Belize City Tourism
1
Product development
Diversification of Tourism Products (component4), especially
heritage, living culture, cruise, shopping and entertainment products,
are directly connected to this strategy
2
Integrated destination development
Strategic components aim to develop the Belize City as an integrated
tourist destination. This also facilitates broader participation of the
social sectors.
3
Experiential quality enhancement
Strategic components enhance the safety, cleanliness, convenience,
and prosperity. They depend on quality of hospitality services.
Strategic components encourage visitors to enjoy the whole Belize
City, especially its downtown, with their five senses.
4
Empowerment of Stakeholders
Involvement of local industries and local population is what strategic
components are advocating. This may maximize the benefit of the
local population.
5
Proactive
Sources
The strategic components as well as the proposed new tourism
products are not capital intensive but labor or management intensive.
Broader social sectors can invest or prepare something and go into
tourism industry.
Solutions
to
Funding
The following strategies are proposed to enhance the tourism sector in the city’s downtown area.
Diversification of Tourism Products.
While there is an abundance of tourism resources in the city, they have not been thoroughly developed as
tourism attractions. This proposal suggests three systems for product development: 1) Belize City Urban
Museum; 2) Event Tourism; and 3) Cultural and Experiential Tourism. Each guided city tour should
focus on a different facet of life in the city. Potential tours may include “Nostalgic downtown”, “Ethnic
heritage of Belize”, “Belizean foods and drinks”, “Fauna and flora in Belize City”, etc. If areas where
ordinary daily activities take place are recognized as a tourism resource, additional tour programs can be
developed and implemented. In this way, tourists may have the occasion to stay longer or return to join a
variety of tours.
Creation of Linkages between Tourism and other Sectors.
In order to diversify tourism products, the tourism industry will to cooperate with a broad segment of the
society. There is tourism potential in the local and fish and vegetable markets, restaurants, and retail
shops. In addition, religious, ceremonial, educational, and recreational activities may also appeal to
visitors. Through increased interaction with local residents, tourists can develop a stronger appreciation
for the city and its culture.
Transformation of the Downtown into a Safe and Comfortable area.
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To accommodate an increased influx of tourists, it will be essential to change the downtown area into a
safe and comfortable area for both tourists and business enterprises.
Development of Tourism-Related Business Association.
Most tourism-related businesses and tour operators do not belong to the Belize Tourism Industry
Association, Belize Hotel Association, and Belize Tour Operators Association. To mutually protect
tourists and businesses, these businesses should be organized into a joint association.
a. Diversification of Tourism Products
The diversification of tourism products is an essential component of this tourism development proposal.
This section explains how to diversify the tourism products of the city through the development of 1) the
Belize City Urban Museum, 2) Event Tourism and 3) Cultural and Experiential Tourism. A description of
the projects’ institutional and financial requirements is provided in the Annex.
1) Belize City Urban Museum
Concept and Application
The concept of the Belize City Urban Museum stems from the idea of an Eco-museum, in which all of
Belize City is regarded as one museum in which there are many “exhibition items” to see and experience.
Therefore, the “location” of the urban museum overlaps the whole city area with “satellite” exhibitions.
The Eco-museum/Belize City Urban Museum is composed of 3 elements, namely the 1) Core; 2)
Satellites; and 3) Discovery Trail.
Figure 4-10 Illustrated Concept of Urban Museum
Core
Core is to be a facility that will serve as a reception and orientation point for the museum. As a visitor
center, the Core will offer general information about Belize City and deliver tour guidance and
instruction. Tourists will meet guide persons and use the Core as a base with which to start guided city
tour. The Core facility will consist of the following components:






Reception hall
Information room or corner (presentation of panels, audio-visual programs, interactive-explanation)
Guide counter where tourists meet guide persons
Kiosk or souvenir shop
Washrooms
Parking space for city tour vehicles
There are some candidate places recommended for the core facility.
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
House of Culture: This historic building, the previous Governor’s house, is the optimum base to
develop the south downtown area into a good tourist destination. There is sufficient space for visitors
to briefly understand Belize City through exhibition and audio visual presentations. A proposal for the
development of the neighboring park would enhance tourist demand. In future, when Port Loyola
functions as a main cruise terminal, the House of Culture will be the entering point to the downtown
for the cruise tourists.

City Market (a building beside the Swing Bridge): This building accommodates the district court in
the upper floor and locates at strategic points. Since this location is at the gateway from Fort George
area to the south downtown, renovation of this building for tourism purposes would encourage visitors,
particularly cruise tourists to go around the inner area of the Belize City.

Museum of Belize: This facility is a “must see place” and could even be the visitor center of the
Belize. The structure of the old prison is nicely preserved and its presentation is arranged
sophisticatedly. However, the location is somewhat far from the south downtown area and may
discourage visitors from going to the Albert and Regent Street area.
Satellites
Satellites are points that can be incorporated into guided tours. Any infrastructure available within the city
could be developed into a satellite. The tour guide can take tourists to a group of selected spots based on
the tour theme.
Table 4-4 Examples of Potential Satellites
Category of Satellites
Exhibition or Satellite
1
Structures
Swing bridge, Light house, Canal, Creek, Tide wall,
2
Religious Facilities
Churches (Anglican, Catholic, Protestant, etc) Hindu temple, Mosque,
Cemetery,
3
Historic Buildings
Court house, House of Culture, Historic houses and mansions
4
Monuments
Baron Bliss lighthouse, Memorial park, Flag monument
5
Local life
Market, Shopping streets, Houses, Schools and kindergartens,
6
Performance art
Music and dance at Bliss center or House of Culture,
7
Art, Culture and History
Belize museum, House of Culture, Image factory, Craft center, Language
school
8
Nature (Fauna and Flora)
Ecology along creek, canal and sea, birds, Botanical environment of the city,
nursery,
9
Folklore
Mayan medicine, Legends, Calendar system, Music, Dance, Language,
Costume, Traditional games
10
Food & Drink
Restaurant, Market, Cuisine, Tamales venders, Cakes, Pudding, Pie
Currently, city tours that visit major tourist spots lack specific themes. However, once a variety of
satellites become available, guided tours can be developed by theme, such as, “Ethnic diversity”, “Local
foods and drinks”, “Fauna and flora in Belize City”, “Arts and Crafts, “Music and performance art” etc.
The figure below shows some examples of urban museum trails.
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Figure 4-11 Illustrated Concept of Trails for Urban Museum
Belize
Museum
Swing
Bridge
Fish
Market
Shopping
Streets
Vegetabl
e Market
City
Market
School
School
Supreme
Court
Historic
Houses
Memorial
Park
Baron Bliss
Memorial
House of
Culture
St. John’s
Church
Yarborough
Cemetery
School
Sources: PADECO/iE, 2011

Belize City Nostalgic Downtown Trail:
A proposed core facility or starting point of this trail is the Museum of Belize. After grasping the history
of the country, visitors start their tour with a skilled guide. The tour visits Swing Bridge, Supreme Court,
Historic Houses, House of Culture, St.John’s Church, and Yarbourough Cemetery. Then the museum trail
uses a boat from Bird Isle to Baron Bliss Memorial. After learning about Belize’s involvement in World
War I at the Memorial Park, the tour ends at the Museum of Belize.

Belize City Daily Life Trail:
Instead of the Museum of Belize, the commercial center (at the District Court building), if nicely
renovated, can be the starting point of this tour, where visitors meet their guide. This tour ventures
through shopping streets, visits fish and vegetable market schools, and passes kindergartens. Tasting local
snacks and drinks, such as Tamales and watermelon juice would refresh visitors while taking in the local
atmosphere. Lunch would be provided at suitably selected local restaurants.
(2) Organizing Belize City Urban Museum
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The following activities are required to organize Belize City Urban Museum.

Research and Registration of Satellites:
Satellites should be researched in an academic manner and be registered as a tourism spot of the city.
Basic information for each satellite should be defined and shared among guide persons. Facts on the
tourism resources are used for tour guide training, map editing, and information panel at each tourism
spot in the town. A group of experts in the field of history, biology, sociology, anthropology, architecture
and others, should be assigned to perform this research. These experts would work as curators of the
urban museum. This study activity could be carried out even by individual guide persons or a group of
volunteers. However, involvement of experts is recommended.
 Consensus-building of Satellites Owners
Consensus among owners of important satellites
and guide persons is necessary, so that property
owners are prepared to receive visitors. Some
houses and facilities may need renovation to accept
visitors.
Figure 4-12 Example of Information Panel in
Bosnia Herzegovina
 Installation of Information Panels:
Explanation panels for each spot should be
installed, so that local residents and tourists can
acquire basic information at the site.

Discovery Trail
A discovery trail is a route that connects the core
with the satellites, and is the path by which the
tours circulate. Each guided tour has a different
trail and trails may be changed over time as
necessary.

Figure 4-13 “Freedom Trail” in Boston M.A.
(marked by red paint directly on the road)
Trail Marking:
Trails can be marked directly on the road (painting
or imbedded tile) or by sign posts.
 Mapping:
A map of each city tour trail should be prepared
and available at airports and hotel information
desks.
 Mode of Transportation:
Tours are undertaken along trails by foot, by
bicycle, by horse & carriage, taxi, bus, boat, other
modes, or a combination of these. Transportation
equipment should be prepared by tour operators.
Source: Photo from http://tosta.exblog.jp/page/5/
Figure 4-14 Example of paper map of city trail
by bus, Nagasaki city, Japan

Interactive Guidance
Interactive guidance is a very important component
of the guided tours, in order for the visitors to
understand the tour theme. By asking visitors
interest and concern, guide persons should conduct
tailor-made tours. Guide persons should be well
trained and highly qualified. Additional and
specific guiding training shall be developed for
Belize City tours.
Source: Photo by Japanese
infrastructure and transportation
Ministry of
Land,
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
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Revision of Tour Guide Textbooks:
A new chapter on Belize City is to be added to the current version of the Text Book of National Tour
Guide Training Program to provide a stronger understanding of Belize City. The “National Tour Guide
Training Manual” should add a chapter for urban tourism in Belize City upon completion of the Belize
Urban Museum. Methods to make urban thematic trails and interactive guiding should also be enhanced.

Training:
Training includes tour development and guest handling skills. Existing city tours would be reviewed and
new tour courses designed. Other potential tourism stakeholders, such as religious groups, retail shop
owners, and residents of old houses could also attend short training to understand how to best receive and
handle visitors on their premises.
2) Event Tourism
Event Tourism is composed of three components: 1) MICE (Meeting, Incentive, Conference and
Exhibition) Tourism; 2) Local Event Tourism; and 3) Inter-communication Tourism. Each type of
tourism can be observed at the current moment at a smaller scale. These events are very special
experiences and may remain as strong and long-lasting impressions in the memories of visitors.
MICE Tourism:
MICE Tourism stands for Meeting, Incentive, Conference and Exhibition. The following table shows the
definition of each element;
Table 4-5 Definition of MICE Elements
Elements
Definition
1
Meeting
This is a general term indicating the coming together of a number of people in one place, to
confer or carry out a particular activity. Frequency: can be on an ad hoc basis or according to
a set pattern, as for instance annual general meetings, committee meetings, etc.
2
Incentive
This is a meeting event as part of a program which is offered to its participants to reward a
previous performance.
3
Conference
This is a participatory meeting designed for discussion, fact-finding, problem solving and
consultation. As compared with a congress, a conference is normally smaller in scale and
more select in character - features which tend to facilitate the exchange of information. The
term "conference" carries no special connotation as to frequency. Though not inherently
limited in time, conferences are usually of limited duration with specific objectives.
4
Exhibition
Excursion
This is an event at which products and services are displayed.
This is a group tour of academic or business organization to learn something
Source: “Meeting Industry Terminology” by International Association of Professional Congress Organizers (IAPCO), Study
Team
This category of tourism is not currently well developed in Belize. Since Belize City is within the
proximity of several large cities in the U.S, it has very strong potential for this type of tourism. Some
hotels (Hotel Raddison, Princess Hotel) have convention or banquet rooms which can be used for MICE.
Also, the Belize Chamber of Commerce and Industry has smaller meeting rooms to rent. The operation
rate of conference rooms is not high. It is reported that the tourist expenditure per head of MICE is much
higher than other tourists. It is therefore suggested to commence MICE tourism by enhancing institutional
capacity without any major investment for facility. Once stakeholders agree that MICE in Belize has
potential, then it will be possible to coordinate the creation of a large conference facility. Besides the
existing hotel banquet rooms, a potential location for a larger MICE site is the Belize City Center near to
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Belcan Bridge. The redevelopment plan of Belize City centre should include functions for Meeting,
Incentive, Conference and Exhibition. MICE always requires food and drink. Therefore, kitchens,
pantries and/or a catering system should be carefully planned within the new city centre.
Local Event Tourism:
There are many events in the city calendar. However, few tourists actively participate. For example, there
is a 270 km canoe race from San Ignacio to Belize City that takes four days. Creating additional race
events to this Ruta-Maya race on the last day of the main event would appeal to tourists. For instance,
creating a 5km race for young teams and a one km race for seniors or family teams would open the race
up to a larger demographic. Number of participants can be easily doubled. This will encourage tourists to
return annually to participate in the event. The table below describes some of the key events that take
place in Belize City. It is not necessary to create new events as tourism promotion. Optimizing the
opportunities of existing events would be sufficient. There is no specific fixed “location” of the local
event tourism. Each event may take place in different location. However, there should be common service
regarding transportation, accommodation, food and beverage. Every big event program should be
connected to the business of the local tourism industry.
Table 4-6 List of Existing Events in Belize City
Month
Name
Contents
Type
January
Krem New Year’s
Cycling Classic
Race starts in Corozal Town and ends in
Belize City.
Sports
February
Valentine Cycle Race
International
Race starts in Belmopan, and ends at the
Constitution Park.
Sports
International Billfish
Tournament
Fishing contest is sponsored by Esso and
Radisson
La Ruta Maya Canoe
River Challenge
This is a four day canoe race starting at San
Ignacio retracing the route of the ancient
Mayans, The race ends at Belcan Bridge.
Sports
Baron Bliss Day
Henry Edward Ernest Victor Bliss (18691926) is known as Baron Bliss and donated
two million USD into a trust fund for the
benefit of Belizean people. March 9th is
Memorial day and people enjoy Harbor
regatta, cycle race, and kite contest in Belize
city.
Memorial & sports
Women’s Month Events
Events include art exhibition, music concert,
poetry competition, fun bicycle ride, etc
Culture and sports
April
Holy Saturday
Easter cycling classic. The race starts in
Belize city and ends at the National Stadium
via San Ignacio Town.
Sports
July
Belize International Film
Festival
September
Independence Day
Activities
March
Culture
Celebration starts at the beginning of
September and lasts almost three weeks.
Celebrations include:

Queen of the Bay Pageant,

Carnival King and Queen

Fire Engine Parade

Carnival Parade

Official Independence Day
Memorial & Festival
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Month
Name
Contents
ceremonies and Parade
Type
October
Columbus day (Pan
American Day)
Regatta racing in Belize city
Sports
December
Christmas Parade
Many boys and girls in Santa Clause costume
march the Downtown
Religious
2012
Source: BTB, Wikipedia
Inter-Communication Tourism:
There are several groups that regularly visit Belize City and conduct exchange activities with local
counterpart groups. These visitors may not spend a significant amount of money, but they come to Belize
on a regular basis and stay for longer durations than other types of tourists. While their activity sites are
not necessarily always in Belize City, the city is their gateway to most destinations in the country. Most
of their activities are managed by national or international NGOs; therefore, the public sector does NOT
need to invest in respective facilities and infrastructure for these groups. Visitors of this category are
tourists and at the same time good supporters of the nations. Ministers and mayors should make
coordination to give honors to this kind of activities. Awarding of merit would be effective to promote
inter-communication between Belizean and foreign organizations.
Table 4-7 Categories of Inter-Communication Tourism
Category
Activities
1
Religion
 Church group of other county visit a church of the same denomination in Belize.
Hosts are local church groups.
2
Social work
 Volunteers come from other countries and stay for social volunteer work for the
marginalized people.
3
Education
 Volunteers visit local school or kindergarten to take care of children
4
Environment
 NGO of other countries come to Belize for volunteer work to protect environment
5
Academic research
 Researchers visit Belize to exchange information or work together with domestic
researchers
6
Sports
 Athletes of bicycle, canoe, yacht, diving, surfing and other sports come to Belize
for training or competition
3) Cultural and Experiential Tourism
Cultural concepts include art, craft, music, dance, play, food, drink, medicine, costume, house,
monument, town, livelihood such as agriculture, language, and local ways of thinking and living. Based
on these concepts, a variety of experiential programs can be developed for tourists to offer them occasions
with which to deeply understand many aspects of local culture. Participating tourists are not just
observers but also practitioners of local traditions. Since this type of tourism expects involvement, not
only business firms, but also citizens and community groups, venues of these programs may scattered all
over the down town area. In other words, owners of these programs are individuals, as well as Not-forProfit groups (such as schools, churches, community based organizations), private businesses and public
sectors. They make a collation of cultural and experimental tourism and establish a committee with
secretariat. Each program can be a satellite of eco-museum program, which were mentioned previously.
However, each of the major tourist spots in the city such as Collet Canal Street, Battle field Park,
Governors House and Memorial Park should have at least one good program.
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Table 4-8 Examples of Cultural and Experiential Tour Programs
Category
Tourist Activities in Experimental Program
1
Food
 Buy cooking materials at local markets
 Learn local cooking from instructor
 Enjoy meal in local manner
2
Costume
 Select materials for traditional dress
 Make costume with guidance of instructor
 Enjoy dressing and taking picture
3
Language
 Learn very basics of a local language including songs from instructor
 Try to communicate with native speakers
4
Craft
 Select craft out of curving, pottery, painting, knitting, basket , ornament and others.
 Make craft with instruction
 Take the craft back home as souvenir.
5
Music
 Learn local music (songs and instruments) and dances
 Perform music and dance in group
 Video shoot the session for souvenir
6
Game
 [Adults] Learn rules of Pitty Pat (Belizean card game) and enjoy it with local people
 [Children] Learn Kriol child games such as “Joobel”, “Kik di Pan”, ”Maabl” and play
with local children
 [Adults & Children] Learn Mayan Football and enjoy it
7
Fishing
 Prepare traditional fishing gear
 Fish with traditional boat and equipment
 Cook fish in traditional way and eat it
8
Religion
 Visit church or temple.
 Learn the religion from priest (learn song and instrument if any)
 Make praying in specific style of the church or temple
9
Medicine
 Learn medicinal effect of each Mayan herb
 Learn how to prepare medicine and try some
 Prepare medicinal kit for yourself and take it home
Comments on Infrastructure Development from Tourism Point of View
b. Gateway Function of Belize City
Port Loyola is proposed new cruise terminal of the Belize City. With the construction of this new terminal,
the urban structure would be changed drastically. For example, with a good connection of the Central
American Boulevard, Western and Northern Highway areas would be much developed and the downtown
might be abandoned by major businesses and prosperous residents. The downtown area should prepare
for this paradigm shift. In other word, this is the final chance for the downtown to revive in cooperation
with tourism development. The plan and design of the new cruise terminal should be carefully studied
with the new conditions as the result of future cruise negotiation and management.
With the shifting of cruise terminal from Fort George area to the Port Loyola, existing tourism village
will also shift to the new terminal area. Since the southern part of the Port Loyola is less developed, there
may be huge land available for the new tourism village. The new tourism village should not be closed and
isolated like the existing one. Therefore the Port Loyola development shall include tourist facilities, sports
and recreation facilities in green environment, offices and even light industry in the area. This area may
have a central visitor center of the nation, with the information, souvenir, foods, drinks, arts, music, and
culture of every part of the Nation. Each district of Belize may have a demonstration shop in the new
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tourism village area. Urban planning and feasibility study should be carefully conducted as the innovative
symbol of the city.
c. Connectivity to Other Parts of the Country
(1) International and Municipal airport
Comparing with the projected increasing inbound tourists to Belize, the Philip S.W. Goldson
International Airport has very limited facility and function. Buildings should be renovated or even
reconstructed so that it becomes true gateway of international standard. A good airport can entertain
tourists even for a day.
Network of the international flights should also be enhanced. Even though it is not realistic to connect
the Philip S.W. Goldson International Airport to major cities in the world, efforts should be made so
that Belize City is accessible from the world biggest cities by two consecutive flights with least transit
time.
Departures and arrivals of the air flights from and to the Belize City municipal airport should also be
synchronized with the international flights to the Philip S.W. Goldson International Airport.
Transportation from the international airport to the city and to the municipal one can be improved.
Airport bus and water taxi would enhance the connectivity to the airports.
(2) Pocket Cruise
This is an idea to send tourists to smaller and environmentally fragile destinations by ships with
capacity of less than 300 passengers. At this moment, only Belize City receives cruise ships and
dispatch day tourists to its vicinity. Pocket cruise may contribute to diversification of tourism
products and deliver benefit of the cruise tourism to the other part of the nation. However, it is not
realistic to recruit hundreds of cruise participants from the overnight tourist to the Belize City. The
demarcation between conventional cruise and pocket cruise is as follows;
 3,000 passengers start Florida for Caribbean carousing.
 At Port Loyola cruise terminal, 300 passengers from the big ship shift to the pocket cruise ship
 The big ship get 300 passengers of the previous pocket cruise and leave for other Caribbean
countries
 300 passengers in the small ship visit the other coastal areas of Belize for a couple of days
 The 300 passengers come back to the Port Loyola and take another big ship to continue
Caribbean cruise
Thus the packet cruise is domestic operation which needs fewer procedures. Since the occupancy rate
of the tour might decrease, operators of conventional cruise might not like this idea. Marketing
research and coordination with conventional cruising tours would be very crucial.
(3) Land Transportation
Connectivity from Belize City to the inland cities is also poor. The Belize City bus terminal observes
some foreign backpackers, but there are no appropriate bus services for middle range tourists. Other
than taxi and rent a car, buses of tourist standard should be operated. Connection between inter-city
buses and inner-city busses also should be improved. Traveling by omnibus offers richer experiences
to the tourists.
d. Waterfront Development
Synchronizing to the NSTMS 2030, this Belize City Master Plan places emphasis on waterfront
development, both for local residents and tourists. Development of Collet Canal, Haulover Creek,
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Port Loyola, as well as the Yarborough area are waterfront improvement. Historically, Belize City
has been developed on a marshland ‘fighting against’ and compromising with water. Waterfront
development is inevitable for city renovation to regain its original characteristics. In this regard, the
above mentioned waterfront projects may revive the city. Water transport may also be used
recreationally to link city destinations on city tours.
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SECTION 5
2012
PRIORITY URBAN ENSEMBLES
5A. Overview of Areas Selected for Priority Development
The over-arching theme for expanding the city’s economy described earlier in this Master Plan document
outlines a range of strategies Belize City can pursue to drive sustainable and inclusive economic growth.
One of these economic strategies includes the redevelopment and urban revitalization of Belize City.
Bearing this in mind, the 4th and most detailed tier for the Master Plan is the identification and conceptual
design of areas in Belize City that are considered to have strategic importance for investment. These are
key sites for revitalization and development to the benefit of the city’s economy.
The five sites, termed in this Master Plan as ‘urban ensembles’ are listed below.





Collet Canal Ensemble
Chetumal Street Ensemble
Haulover Creek Ensemble
Sea Port Ensemble
Yarborough Ensemble
Figure 5-1 Master Plan Urban Ensembles
A concept is formulated for each ensemble with the aim of transforming idle or neglected land and
property into productive assets, and suitable for financing by International Development Agencies (and
their business lines), while aligning with national interests and with each one of the main over-arching
themes. From these five identified ensembles, Collet Canal was selected as a priority considering its
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prime location and potential for development of local amenity and transport services, as well as heritage
aspects.
5A1. Collet Canal Ensemble
For a full description and recommendations for Collet Canal Urban Ensemble, see Volume II.
Based on the recommended Master Plan scenario, Collet Canal was selected as an area that best provides
opportunities for the development of investment projects to revitalize a key area of Belize City. Collet
Canal encompasses key components for bridging opportunities between the old downtown, the north-side
and the south-side Belize City. The physical scope of the ensemble encompasses the mouth of the canal
where it intersects with Haulover Creek extending south-west via the canal and ending at the opposite
mouth of the canal open to the sea.
For this study area, the goal is to establish a sense of appeal and make it attractive to both locals as well as
tourists. It is recommended that in order to provide the desired ‘kerbside appeal’ various works can be
done to the streetscape including the addition of retaining walls (lining) for the canal, re-establishing
canal drainage, landscaping, sidewalks and urban installations that complement pedestrian, bicycle and
other basic mobility options. Ultimately, the canal will become a major visual attraction revitalizing the
area both for local residents and tourists alike. The entire space will encompass recreational amenities and
provide an urban habitat that is rich with biodiversity. The canal will once again be a strategic means of
transportation and provide a destination for micro-business opportunities, tourism, heritage and an
economic cluster, generating revenues for the city.
5A2. Chetumal Street Ensemble
a. Location
The Chetumal Streeet area is located to the northwest of Belize City on the fringe of the built-up area,
sitting between the corridor development of the Northern and Western Highways. It represents the edge
of the urban scape where extension of the concrete environment turns to green mangrove forestland and
Burdon Reserve beyond. The Chetumal Street ensemble may be considered as a ‘peri-urban ensemble’ as
its location differs from the other ensembles, which are located in central built-up areas.
The area around Chetumal ensemble is located directly at the Belize river and the Bourdon canal
waterfront and environmental reserve. Some of these lands are wetlands and low lying areas. The
ensemble is surrounded by mangrove forests and their wetlands. An important structuring element of the
area in addition to the river, is the Bourdon canal (and the Bourdon lake and natural reserve), is also the
Krumman lagoon. Bourdon and Krumman are two important natural reserves. Thus the existing ensemble
consists of large mangrove forests, wetlands, the river, the Bourdon canal; all containing rich flora and
fauna. It also borders to the North with the Belama urban extension.
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Figure 5-2 Chetumal Street Area
The ensemble was selected as it provides a potential model for a new style of controlled eco-development
with features that may be replicated to other peri-urban and rural parts of Greater Belize City. Recently
the area has become synonymous with squatter activity as an influx of squatters have begun to construct
shacks in lands cleared for road development. This highlights the need for a development strategy and
plan that is implemented in parallel with other infrastructure development.
Development along the Chetumal Street will open up new affordable land area for development while
integrating the settlement with the ecosystem services of the mangrove forest and the wetlands. This will
require redesigning Chetumal Street as it crosses through the new proposed settlement. Together with the
new Krooman Lagoon development and the Collet Canal, this settlement will constitute a new urban
spine that will begin from the Burdon Canal and end in the coastal waterfront.
b. Development Principles
The guiding principles for development of the Chetumal settlement are:

It should have a strong identity of its own, developed with social, cultural and economic
sustainability.

It should be compact in order to keep the valuable surrounding blue and green wetlandscapes of
mangrove forests and its wetlands, open;

It should be in very close proximity to Belize City and its downtown to keep transportation
distances to a minimum (this is reinforced by the new bus terminal at Chetumal);

It should be transit-oriented, encouraging the use of public transport and bicycles and in harmony
with a new terminal;

It should be an alternative to slum and informal settlement formation, as well as to urban
development based in reclamation of low lands (such as Belama)
c. Settlement Concept
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The figure below shows the area with broad concepts of development applied. Instead of widespread
clearing and concreting, a new type of settlement is proposed that uses flood resistant housing and
generally integrates with the green and blue natural environment, including areas of urban agriculture.
Figure 5-3 Chetumal Street New Settlement Concept
d. Urban quality and Social quality
The ensemble would be developed with urban and social quality with amenities including parks, schools,
sport facilities, car parking, nurseries, shops, churches, medical and community centers. Green areas
would include river, urban beach, mangrove forests, green spaces, and eco-infrastructures for flood
mitigation, as well as areas for urban agriculture. These green recreational areas will be abundant in water
for recreational purposes.
e. Natural Water Circulation
The water-storage function of the mangrove forests and its wetlands will be preserved within the
development concept, and the natural storage function of the area will reduce risks of flooding. This
approach also reduces investments in ‘grey concrete infrastructure’ while providing a habitat for
biodiversity and aquatic diversification.
The new settlement will be surrounded by water, circulating through water channels connected with each
other (including the existing ones at Belmopan), and the River. Water originating in the residential zones
could be naturally purified with the wetland systems surrounding the new settlement. In addition to this
natural biological water filtration system, water can also be stored through the design of a rainwater
collection system.
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Figure 5-4 Chetumal Ensemble - Water Circulation Concept
f. Flood Resistant Housing
The Chetumal area provides an opportunity for a demonstration development utilising innovative
methods to balance urban development needs in Belize City with the natural habitat and flood risk.
Resilient structures are required that capitalise on time-long principles used in Belize City, particularly
the London Bridge style neighborhoods.
Figure 5-5 Wooden Houses with London Bridge Designs in Greater Belize City
(integrating the water environment)
The figure below shows how the concept of these adapted structures can be enhanced and updated into
modern designs that retain the original features and principles.
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Figure 5-6 Transforming Existing Designs into Energy Efficient and
Environmentally Resilient Homes
For much of the year, the flood house functions as a typical house and only during flood periods it
transforms into a dynamic water living arrangement. If water penetrates the ground floor occupants can
relocate upstairs.
Figure 5-7 Dynamically Adapting to Seasonal Environmental Conditions
This demonstration and pilot project could be applied not only to the Chetumal area, but also to the area
around Krumman Lagoon (where the London Bridge community is located), and the area around Bourdon
Reserve, which has been proposed by the World Bank as the site for an extension plan for Belize City.
These areas could be transformed with an emphasis on water storage.
g. Mobility Model
In general, severance between the north and south sides of the city caused by inadequate river crossing
points has tended to funnel traffic onto strategic routes and pinch-points in the city. This severance is
restricting the expansion of the city. Therefore, the Chetumal area has been earmarked with conceptual
plans by the Ministry of Public Works to expand Chetumal Street to create a bridged link from the
Northern Highway to Faber’s Road on the south side of the river. The area could also include a site for a
new bus depot linking to a new central bus station and hub at Collet Canal.
Considering the potential for transport improvements in this area, Chetumal also provides opportunity for
a model in mobility, which would feature principles inherent in transit oriented development to reduce
dependence on the motorized private vehicle. Components of this model would be linkages to bus routes
into the city and ‘quiet routes’ providing attractive, direct, non-circuitous access into the city for
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sustainable modes including bus, cycle and walking. 23
Environmental-Social Analysis
While the proposed investment project intends to link the city, it may also increase traffic along Faber’s
Road, which currently runs through a low-income neighborhood. This may result in increased criminal
activities on Chetumal Street, due to resulting direct access link to the northern area. Hence, this proposal
and its corresponding brown-fields redevelopment will require proactive leadership and thorough social
and environmental safeguards due diligence, given that land ownership may be fragmented. Additionally,
the development of the river bridge should take into consideration the character of Faber’s Road, to
ensure that any resultant development does not too greatly alter the road’s local flavor.
5A3. Haulover Creek Ensemble (Mule Park, Swing Bridge, Riverfront)
The moving bridge and mouth of the river urban ensemble have the potential to add significant reanimation to the Belize City downtown and its opportunities for development. It can become the
backbone of the river park system for Belize City, and the focal point for the development and livability
of Belize City downtown. This ensemble is also the meeting point of the rich waterfronts of Belize city
(the river and the ocean), and thus the point of articulation of the various urban ensembles (the river, the
ocean, the historical environment, etc)
The Haulover Creek ensemble is a rich combination of:






Historical buildings of National Interest (Court House, Church, historical homes);
Historical public spaces (the Battlefield park and the Mule park)
Historical infrastructure, such as the moving bridge, and, the old harbour. The old fish market, and
the old port were formerly located here.
The historical location of fishery
The place of the rich national ecological heritage of the Belize river waterfront and the mouth of the
river, and/or the Belize river estuary and its ecosystem services
The historical street grid, and its development blocks are still to be seen in this ensemble
Figure 5-8 Haulover Creek Ensemble
23
These proposals for the area are elaborated in Section 2E, ‘Mobility Strategy.’
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a. Perimeter Block Planning
An important historical urban typology in this ensemble is the perimeter block. These historical perimeter
blocks have lost some of their qualities. They are now overcrowded and overbuilt. Except for few
buildings, the area has lost most of its built heritage. The tallest buildings in Belize City downtown are
located in these perimeter blocks, around the Mule park. These buildings could be transformed into
contemporary versions of the Belize City vernacular while preserving heritage assets.
Lining the edges of the historical perimeter blocks with a clear perimeter of buildings is the best way to
accommodate a diversity of building types and uses at medium-high densities, while ensuring that
buildings relate positively to the public realm and to the street. A historical perimeter block of a depth of
10m for fine-grained mixed-use or housing and 20m for retail / commercial development would provide
an appropriate structure. Continuous building lines along a block edge provide good enclosure to a street
or square (such as Orange street and the Mule park) and generating active frontages, with frequent doors
and windows animating the public realm. In Belize City’s downtown, a direct frontage-to-pavement
relationship assists commercial viability and street vitality. It is important to establish a design code for
this ensemble that encourages the use of continuous frontages as far as possible, by adhering to a common
building line.
b. Mule Park Area
The Mule Park is the transition point between the southern and the northern parts of the city through the
Swing Bridge. It is also the gateway to the city from the ocean. The water taxis landing area is connected
to the Mule Park through the bridge. It is the meeting point of residents and visitors who travel into the
downtown. Due to high traffic and pedestrian activity, there are conflicts on both sides of the Swing
Bridge.
c. Riverfront Corridor
A major part of the concept for this area is developing the street (Regent Street west) that runs parallel to
the riverfront, running northwards from Mule Park. It is proposed that this riverfront be transformed into
a ecological network including a wetland eco park as well as an education zone. Around this,
neighborhoods would be further developed.
Figure 5-9 Riverfront Development in Haulover Ensemble
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d. Redevelopment of City Council Building
The City Council building located at the eastern corner of Mule Park is a key site and requires
redevelopment that could act as a catalyst in transforming the area.
The building obstructs the area’s relation to the
river, diminishing the city’ river experience.
The building lacks porosity and detaches the
river from urban life in a key focal point of the
city.
Figure 5-10 Mule Park City Council Building
It is recommended that the building be rebuilt
with a column structure, so that the ground
floor is transformed into an open space
(echoing the stilt houses of the mangrove periurban areas). This would open up the area,
providing an appealing visual landscape.
Locally made ceramic tiles and colours will be
used through-out the space. Steps would
provide accessibility to a boardwalk along the
river. The building itself could accommodate a
downtown restaurant, a convention center, and
a top deck that allows views over the area.
e. Artisan Plazas
The concept for the area is to make the public
spaces and artisan plazas feel like a series of
large open courtyards. In this way, the formal
concept of the historical perimeter blocks is not
only applied, but also recreating the cultural
and social experience. These public spaces and
artisan plazas along the river and at the Mule
Park will be redesigned to allow users
(residents and visitors) to see first-hand the
work of the artisan, craftsmen and women
(fishermen, dancers, singers, musicians,
weavers, hair-dressers, etc.), in a natural
environment, instead of recreated at the tourism
bubble village.
Figure 5-11 Courtyard Arrangement for Artisan
Plazas
The entire site would no longer appear split by
the river. The open public spaces with the
artisan plazas will feel like a series of large
open courtyards, easily accessed by the public
and serving as showcases for activities and
crafts of the area.
These open spaces would function to allow for visitors and locals to freely interact, while the courtyards
could remain as more enclosed spaces. A ‘mangrove forest plaza’ would allow craft-fishermen to remain
in the area so that they can continue to perform their work, while water system cleanses the bi-products of
their craftwork. Visitors would gain a greater exposure and understanding of the artisan process, fostering
cultural dialogue.
f. Courthouse Beach Park
This project would involve the restoration of an urban waterfront park between the moving bridge and the
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cultural/art center, next to the Court House. This prime area with riverfront assets is under-utilized and
could be exploited as part of a strategy of revitalization.
The figure shows how prime locations of
the downtown area have been transformed
into parking lots. Whilst off-street parking
near or within city centres is an important
consideration
for
accessibility
and
commercial business, the value of the land
for other uses needs closer consideration.
Figure 5-12 Courthouse Area
As part of a restoration project, a new beach
park would be created at the waterfront.
Diverse water experiences would mix with
unique ecological habitats in this area. A
water area would be created for swimming
and water activities. Drawing on its logging
heritage, the recreated waterfront and
islands could host wooden diving structures
and floating boom diving platforms. An
urban beach and ribbon benches will Source: PADECO/iE, 2011
provide surfaces for tourist activities.
g. Pedestrian Bridge
A possible project to consolidate this urban ensemble is transforming the Swing Bridge into a pedestrian
walkway. This requires a separate follow-up study to better understand the impacts on traffic movements.
As a first stage, the bridge could be allocated to pedestrian-only activity on certain days, such as
weekends and national holidays, using removable bollards. In any case vehicular movements in the
downtown area need to be controlled through traffic management, including a parking strategy, low speed
limits, and pedestrian friendly infrastructure and road surfacing using alternative materials.
5A4. Seaport Ensemble
The Port of Belize, located in Belize City is the country’s main port, where much of Belize’s main
imports and exports are processed. However, over the recent years, the port area has become isolated
from much of the city’s social and development processes, despite its significant role in the local
economy. As part of the development strategy, the port should be promoted as vibrant destination for
business and recreation. It should become a tourist attraction in its own right, with a waterfront
connecting to the city and the river front.
As part of the port development plan, the cruise terminal will be upgraded, through infrastructural
improvements and added facilities and services. The new terminal will have modern aesthetics and serve
as an innovative symbol for the city. The plaza will provide a park with sport fields, beaches and other
public functions while emphasizing the view of Belize City and its Caribbean setting. It will mix housing
and cruise traffic in a same area and, more generally, create a mix between maritime and urban activities
within the framework of an integrated approach to sustainable development. It will thus transform a
difficult area in transition into a new city quarter.
The following section provides a potential vision for the seaport, though it is recommended that a full
study of the port and its trade potential be undertaken.
a. Vision: A Logistics Gateway of the Caribbean and Central America
The Port of Belize’s logistical activities could become a multimodal center of the Caribbean, connected to
all the transport modes, which will offer its customers the possibility of services including buying or
renting space, buying or renting purpose-built warehouses, and covering all their additional needs through
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a modern Service Center. However, the channel dredging, terminal construction and inland connections
required by containerization can be very controversial because public money may be used to finance
projects that may entail the destruction and disruption of the natural coastline ecosystems. Public
opposition may delay these key investments such as dredging. It is therefore fundamental to propose and
design corrective measures in the Loyola and Belize City coastal line.
b. Container Terminal and Logistics Port
Belize City Seaport may take advantage of the opportunities open by the expansion of the Panama Canal.
On an assumption that the handling and transhipment areas will provide greatest growth, it is proposed
that an area will be developed to accommodate mainly a new container terminal dedicated to container
handling. The container terminal would eliminate the need for a great deal of traditional port
infrastructure that developed in the old port in downtown. Finger piers with warehouses on the wharves
that were designed to protect cargo in transit from the elements are no longer needed. Larger ships that
can more efficiently load or discharge their cargo also require larger spaces; this requirement translates
into wider marine terminals with space for stacking containers, handling equipment, and managing
operations. Bulk terminals (designed as platform for the imports and exports of specific goods) may be set
up in this area.
c. Channel Deepening and Expansion of Deep Water Port Access
Containerization is also associated with a drive for ever-larger ships. Larger ships require deeper water.
Where options for natural deepwater harbours do not exist, containerization requires channel deepening
and widening by dredging. The expansion of deep water access to Loyola Port will improve the
accessibility of the port, and would enable companies to receive a good percentage of their incoming
freight flows by sea. Therefore, the expansion of deep water access is a fundamental improvement and a
condition for the expansion of the Belize City’s Loyola Port.
d. Expansion of Inland Transport Connections
Future outgoing flows from the Port of Belize would be not only be by road, but also rail (the railway as
the priority mode for medium- and long-distance goods transport) and inland waterways. Since the 1990s,
the road and rail connections to ports have received considerable attention. Inadequate landside
transportation corridors have come to be regarded as major obstacles to further seaport expansion. The
port needs to provide adequate and capable access connections to its hinterlands, in the form of road, rail
modes, inland waterways and pipelines. 24 In addition, container carriers would demand expensive
investments to the ports to provide the berths, cranes, yard equipment, and intermodal connections
demanded by container carriers.
e. Short Sea Shipping
The Port of Belize could offer different services to the other Caribbean countries. The short sea shipping
lines with other neighborhood countries would connect their cities with Belize City, offering mixed
services transporting passengers and vehicles, and trucks. The Port of Belize City would opt to promote
short sea shipping as a sustainable model of transport involving substantial improvements in the
operations of logistics companies; this will be more competitive economically than air transport (and road
to Central America and Mexico), especially in view of increasing fuel costs; and would represent a
substantial environmental improvement due to increasingly congested road networks, with the problems
of traffic and pollution caused by the exclusive use of trucks.
24
The chief decision-makers on transport matters (consigners, forwarding agents, multimodal transport operators, etc.) do not
necessarily select a port, but rather a transport chain in order to apply a door-to-door system in which the port is only one of the
nodes. In circumstances such as these, a badly connected port, makes for a bottle neck in the chain. The existence of direct access
connections from port terminals to high capacity roads avoiding cross-city routes frequently involving traffic light and other
hold-ups and different restrictions of one type or another, constitutes a vitally important factor in a modern conception of port
function as an element of continuity in an intermodal chain.
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This option could lead to the building of specific infrastructure for this type of traffic and initiatives, such
as the Caribbean School of Short Sea Shipping, an innovative training model allowing students to
experience the working, characteristics and advantages of this type of intermodal transport directly on
board a working vessel. The teaching activity of the school, could be based in Belize City downtown, and,
will take place on board ships sailing the regular lines between the Port of Belize and the ports of other
Caribbean cities
f. Cruise Terminal Function
There appears to be a growing cruise market in Belize via Belize City. To accommodate the growth of
cruise shipping in Belize, a Public-Private Partnership may be formed to construct a harbour at the
transition area between Loyola logistic port and Yaborough public port. To this day, the harbour of Belize
City is not able to receive today’s large cruise ships. Security, quality of service, and the attraction of
Belize City (existing and potential) mean that nearly all the cruisers navigating the Caribbean can use
Belize City as either a stopover or a turnaround cruise port.
Passenger terminals dedicated exclusively to cruisers, will need to be built making it possible for large
cruisers to berth at any time. In the face of the growing demand for berths and services by the cruise
industry, the passenger port city will modernize the existing terminals in the northern part of the city and
build new ones in the southern part along a berthing line. The cruise facility(s) at the Loyola complex
would provide more than just the mooring of cruise vessels alone. A multifunctional structure could be
designed. The functions, besides providing mooring to cruise ships may include underground parking
garage and a substructure as a foundation for the cruise terminal and, possibly, and office towers.
Figure 5-13 New Cruise Terminal at Belize City Seaport
g. Construction projects and sea walls
In addition to the deep water channel, this ensemble will include the construction of a series of sea walls.
The construction of these walls may be divided in several parts; and they may be formed by mass
concrete blocks weighing few tonnes placed on successive layers of rock filling, and crowned with a mass
concrete shell.
5A5. Yarborough Ensemble
The Yarborough neighborhood is located to the east of Collet Canal and lies adjacent to the coast. As
Belize City is composed of an extensive system of waterways, there is strong potential to integrate the
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community into the larger urban ensemble composed of the river and the revitalized Collet Canal
development project. The neighborhood could open out onto Collet Canal and take advantage of its
waterfront location by being home to restaurants and retail stores that would attract visitors and local
residents alike.
a. Multi-functional public zone
The Yaborough Ensemble would be intrinsically linked to the Loyola Ports development and would be
the multifunctional land use urban port open to the public at large. The port and waterfront may host a
trade center Belize, an office complex offering the latest services for the maritime port business and
foreign trade; a marina hotel; a leisure complex with shops, bars and restaurants; an aquarium sea life
center; a cinema complex; a wide offer of sailing and water sports activities: the marina Yaborough Port;
and the nautical and maritime clubs; the maritime museum and the Belize History museum; as well as a
wide range of shops and eateries. All these functions could be distributed along the coast all the way from
Yaborough to the mouth of the river, and they will be surrounded by a rich network of natural open and
public spaces such as the continuation of the Collet Canal promenade into the Yaborough waterfront,
connecting the river and the ocean fronts.
Figure 5-14 Yarborough Development
In a second phase, a modern version of the mobile bridge at the downtown mouth of the river would make
it possible to clearly separate the traffic of the commercial harbour from those of the pleasure boats
anchored at the yacht clubs, making traffic flows both safer and smoother. The bridge will also keep truck
and bus traffic generated by the commercial and cruiser terminals off the multimodal public road system,
providing greater safety and fluidity of road vehicle traffic.
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Figure 5-15 Yarborough Development (Phase 2)
b. Seafront rehabilitation
Yarborough would become the most important urban beach resort of Belize. The seafront would be fully
integrated into Belize City. The ensemble development will comprise the rehabilitation of the seafront as
it runs along Yarborough. It will connect with a new seafront in an adjacent reclaimed land area that will
allow for the connection in turn, between Yarborough and the old downtown (from Birds Isle to the
seaport). This will allow for the creation of a new major public boulevard and pedestrian zone along the
coastal line, while at the same time strengthening the coastline defenses for Yarborough and Belize city.
The curved form, split in different levels, would make the walk a more dynamic and interesting
experience.
c. Mixed use residential neighborhoods
Changes in current use for properties in the Yarborough neighborhood would be proposed at a later
follow up stage, such as conversion of existing uses into mixed-use residential neighborhoods, which
would be organized into mid-rise buildings (in the case of those close to the waterfront) to preserve and
maximize view corridors to the ocean and the wet-lands park and trail. The section of Central American
Boulevard at Yarborough, could consist of mid-rise residential with ground-floor retail designed to make
this section of the boulevard more walkable and pedestrian oriented. It is proposed that these stores be
phased into a more urban-waterfront friendly design containing a series of hybrid buildings that include
first-floor retail, rear parking garages, and upper-floor residential. The integration of these stores with
other uses, including other retail, structured parking, and even residential uses, would be encouraged.
New housing projects would improve living conditions in the area. New cultural, tourism, and
entertainment related activities (beach, promenade, water-board, etc) may offer the best development
opportunities for this area. Storage, small-scale industry, processing industries, workshops, and office
space may also offer important development opportunities for this area given its proximity to the port.
The reorganization of the area could allow development of modern housing facilities at the Caribbean
ocean front, that take full advantage of the area’s strategic location between the Loyola port area, and the
historical downtown neighborhood.
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SECTION 6
2012
STRATEGY FOR HERITAGE TRUST
6A. Objectives
The objectives of a strategy for heritage trust should strive to meet the following goals:



To finalize the national Heritage Trust Act (under preparation);
To further develop the historic housing database (under development);
To establish a Heritage Trust as a facilitating body to support inner city revitalization.
6B. Heritage Trust Act and Protection Strategy
The Heritage Act is currently under preparation and will be stipulated as a national policy with the goals
to promote the permanent preservation of lands and tenements (including buildings, infrastructural works
and in-tangible heritage) of beauty or historic interest and to protect natural landscapes (so far as
practicable) and for the conservation of plant and wildlife. The act will reference a special historic
housing data base to be established by each locality25. Different categories will be established for different
types/classes in the data base; through the act, the houses will receive varying degrees of protection
according to their categories.
NICH is the Statutory Board agency that governs and manages cultural and heritage interests in Belize. It
is under this Body that the proposed Heritage Trust will be established, and that the Heritage Act to
govern this Trust, would be a compliment to the already existing NICH Act, which is an amalgamation of
the Ancient Monument and Antiquities Act.
To complement the Heritage Act, Belize City is currently preparing its housing database through the
BZCMP project. Surveys reveal that the area between Collect Canal and the Water Front plus the fort
George area has more than 800 houses of historic, architectural and/or cultural interest 26 . The 800
properties have been divided into 5 different classes (see below). When owners want to make
modifications to the building, the style and degrees of changes have to comply with rules corresponding
to the building’s class.
Protecting these buildings will be of utmost importance for protecting the historic part of Belize City. The
renovation of these buildings will also be an important element in a more comprehensive and integrated
Inner City Revitalization Programme. The large number of significant houses (no capital in the region has
an equivalent stock of historic properties) is an economic asset that should be recognized by the
government and the private sector. Action needs to be taken soon; at least 20 of the listed houses have
disappeared or have been demolished in the last 6 months between November 2010 and May 2011.
Within the Heritage Trust, several organizations will work together, making use of each other’s expertise.
The Heritage Act will be drafted and legislated under the NICH and the Heritage Trust will be chaired by
NICH, but managed by a (small) team of experts (recruited externally) and monitored by a board of
multiple organizations.
6B1. Potential Structure for Heritage Trust Act
The intention of the Heritage Trust Act is to save the cityscape of Belize City by emphasizing the
residential potential of the city combined with its cultural, business and shopping functions. It should be
more than merely a building-restoration organization; in addition to restoring and rehabilitating buildings
25
It is advisable to start with Belize City as a pilot example before expansion to other cities or areas.
It should be noted that approximately 50% of these are important building made in wood for the city landscape
but have less value as individual building. These buildings are most vulnerable. Demolishing these buildings (and
replace them with brick, often high rise, buildings) would have a negative impact on the overall image of the town
and should be avoided.
26
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it should also provide advice, undertake research and propagate awareness campaigns. The trust should
also help address the city’s significant housing shortage and help improve the present security situation in
town. The Trust is not responsible for enforcing the heritage act or ensuring that buildings included in the
data base are actually protected. This legal obligation can only be enforced by the government
A possible Mission Statement of the trust might state the following: To promote, protect and enhance the
history, facilities, structures, and amenities (tangible and in tangible) of the city of Belize and the
surrounding area for the benefit of its inhabitants by utilizing funds which are generated and/or donated
and subsequently invested in heritage projects in Belize.
Ideally the trust should also open a trust fund and attract funds from the government, the private sector,
property owners, and donors. This fund should be used to purchase buildings, provide grants to home
owners, undertake research, and organize awareness campaigns. The fund should ideally become a
revolving fund.
There are several possible structures by which the trust might be established:



As a semi autonomous government organization established by law, similar to PAC;
As a Non-governmental, non-profit organization;
As a Limited Liability Company where the capital of the company comes from its shareholders.
Discussions with stakeholders in Belize pointed mainly to establishing the trust as a non-governmental
organization managed by a board (in which the government is represented) as the best structure, and it is
generally agreed that this is the recommended option. The advantage of the third option as a profit
making company would have the advantage of inviting shareholder to invest and possibly get a profit in
return. This might be attractive to certain investors. However, most stakeholders did not agree with
having a for-profit company as they were worried that the profit driven nature of the trust would have a
negative effect on poorer building owners.
A setup outside the government would create more confidence among private sector stakeholders to enter
into the partnership. Although the government should be a member and be involved with the trust, the
trust in this case will not be a government body but a more flexible organization that can operate as a
private business, without necessarily making profit.
6B2. Main Functions and Priorities of the Heritage Trust Act
The trust should be a small and flexible entity that provides advice to stakeholders in the heritage sector.
For specialized advice stakeholders should make additional use of available people, organizations and
resources with which they could sign a Memorandum of Understanding.
In all cases there should be a board responsible for overseeing the Trust. The government will be one (or
more) of the trust members, but other members could comprise of major banks and insurance companies
of the country, private businesses and individuals. The Board should consist of the following members: 27
1.
2.
3.
4.
5.
6.
7.
8.
9.
27
Ministry Natural Resources (physical planning)
Ministry of Housing
NICH
Local Gov. BCC
Min of Tourism (BTB)
Home Owner Representative
Association of Architects/Engineers
Chamber of Commerce
Financial Sector (Banks/Insurance company)
Based on suggestions made by stakeholders in a workshop on 17 May 2011 in Belize city
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The intention of the Heritage Trust should be to save the cityscape of Belize City by emphasizing the
residential potential of the city combined with its cultural, business, and shopping functions. It should be
more than merely a building-restoration organization. The Trust should also contribute to solving the
significant issue of a housing shortage in the city and improve the present security situation in town.
The organization should:









Legally protect heritage sites and buildings
Manage and maintain specific heritage sites
Provide technical advice to owners of heritage sites
Guide the development of heritage sites and buildings
Assist community groups in protecting their heritage through the establishment of Heritage
Foundations
Provide information to the public on Belize material cultural heritage
Invest in buildings
Get in contact with international organizations pertinent to heritage conservation (such as UNESCO,
ICOMOS, Carimos)
Perform renovation works in cases that owner does not maintain the building
Immediate activities to perform include:








Prioritize heritage list
Develop conservation management plans for specific priority buildings
Agree and schedule levels of financial intervention (how much to invest in buildings under what
conditions)
Develop relationship with owners of properties
Develop relationship with Local Government and central Government
Develop a roster of approved restoration specialists
Provide training (vocational training school) in restoration
Establish property owner post improvement obligations
6B3. Trust Organizational Structure
The Trust should have a managing director and a board of commissioners. The managing director would
be accountable to the board of commissioners, which in turn would be headed by the NICH. This board
would have meetings with representatives of the shareholders, which, as mentioned earlier, would include
leading businessmen from major banks, insurance-companies and tourism companies, government
officials, and a representative of the city council.
The Trust would also consist of some selected key staff but the number should remain small (e.g. an
architect, finance specialist, and communication specialist). The staff should be engaged in the delegation
of restoration and maintenance jobs, the provision of assignments to architects or contractors, the
promotion of awareness about the Heritage Trust, and the supporting of local owners.
a. Staff and Resources
It is suggested that the trust recruit a manager/coordinator who is a networker with a background in
architecture, real estate and/or city planning. The coordinator should be independent and be able to work
with government, the private sector, and the international community.
Once the trust generates revenue it could possibly be extended and recruit additional expertise (see
below). However the trust should remain small and flexible and additional expertise should be used
within existing organizations.
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Inside28:
1. Coordinator/Networker
2. Architect
3. Finance Manager
4. Data base administrator (part time or outsourced)
5. Office Assistant
Outside:
1. Urban Planner
2. Engineer
3. Historian
4. Real Estate Expert
Figure 6-1 Framework for Heritage Trust Board
Heritage Trust Board
NICH
1.
2.
3.
4.
5.
6.
7.
8.
9.
Ministry Natural Resources (physical planning)
Ministry of Housing
NICH
Local Gov. BCC
Min of Tourism (BTB)
Home Owner Representative
Association of Architects/Engineers
Chamber of Commerce
Financial Sector (Banks/Insurance company)
Coordinator/Networker
Architect
Finance
Manager
Data base
administrator
(part time or
outsourced)
Office
Assistant
Admin /
logistical
support
External Expert Consultative Group
1.
2.
3.
4.
Urban Planner
Engineer
Historian
Real Estate Expert
28
Based on the results of the workshop on 17/05/2011
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6B4. Heritage Trust Recommendations
Based on a review of the Heritage Trust, a series of recommendations for its revision are recommended as
listed below.
 The Trust should be applicable to buildings that have any sort of architectural value, rather than
merely those with historic associations.
 The Trust’s focus should be less centered on the possession and transfer of property and more on the
advocacy and protection of property.
 A member from the Ministry of Environment and the Ministry of Housing should also be a part of the
Board of Trustees.
 The Trust should also take into consideration intangible heritage areas (i.e. public spaces,
infrastructure, and natural sites).
 The Trust should additionally promote awareness-raising through the collection and dissemination of
data and information.
 The Trust should provide assistance to owners of selected heritage sites and buildings.
 The Trust should be more specific and comprehensive in its designation of the buildings to be
protected.
 The Trust should allow for modifications based on the assessed level of significance of the building.
 The Trust may confer some authority to the City Council in particular cases.
 There should be a section to historical towns and their planning.
 The Trust should take into consideration the drainage system and other underground archaeological
artifacts.
6B5. Suggested Next Steps for Heritage Trust
Finalize the Heritage Act.




Finalize second draft.  BTB and Niche
Comment on second draft.  STP, BCMP, Chamber of commerce, BCC, LBA, CBA, Min of
Works and Housing
Submit for legal drafting
Officially approve act
Finalize database:





Finalize map and agree on class definition
Finalize database and transfer to NICH
Link database with act
Inform house owners
Link data base with incentives
Set-up trust:





Agree on structure and legalize trust
Set-up Board
Recruit staff
Sign MoU with other organizations
Operationalize Trust
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6C. Heritage Database for Historic Housing
6C1. Establishment of a Database
A Belize City Historic Housing database is required to list buildings in Belize City that should receive
protection under the Heritage Act. Other cities and/or local governments, as mandated by the act, could
make similar data bases of protected heritage sites or building. This database will keep detailed records of
around 2000 houses with historic value (see Project Sheet UH-1 in Appendix C). Under this Master Plan
Project, the database is already being established by local software firm using funds provided by IDB, and
will be eventually hosted by NICH, once its resource capacity meets the pre-requisites for maintaining the
database.
6C2. Heritage Building Survey and Classification
In order to populate the database with preliminary attributes, and as part of the development of this Belize
Master Plan, a survey of the downtown area of Belize City (358 acres) was carried out. This resulted in a
database with over 800 houses of historic, cultural, and/or architectural significance that contribute to the
overall cityscape of Belize, as indicated by the houses marked in blue in the map below.
Figure 6-2 Heritage Map with Listed Buildings of Significance
Each indicated building has been classified and listed according to one of the five categories below. The
normal procedure to get an approval for any construction alterations is through the local building
authority, who would approve (or not) the required change. However, if any adjustments are planned for a
building in the database, the Local Building Authority (LBA) needs to consult with NICH and explore the
regulations based on the particular building’s category. Based on this, the Trust will recommend to the
LBA whether they should approve the proposed adjustments. In case the LBA disagrees with the Trust’s
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decision the board of the Trust will finally decide. While enforcement of the Act is the responsibility of
the government, the Trust may become involved to advise the government or property owners on how
best to make renovations to the listed property, as well as to generate funding and/or provide benefits to
those houses in the database. A prototype example of a typical sheet used to construct the data base is
shown in Appendix B.
Figure 6-3 Building Categories
Category 1: Outstanding I
Definition: the whole property is of outstanding historical, cultural and/or architectural value and is in a
good condition. It must have historic significance. It must have complete protection. Demolition is not
allowed.
Works allowed: Maintenance, strengthening and restoration works are always allowed on the condition
that they do not mean irreversible changes in the building and do not interfere with the visual quality of
the building.
Category 2: Outstanding II
Definition: The whole building has an important value (similar to above), however adjustment in the
past have been without adequate criteria of respect towards the original building and the conservation
condition is not good. Demolition is not allowed.
Works allowed: Same as above but replacement of structural materials is allowed with similar
materials. A change of use is necessary, advisable or foreseeable in the near future.
Category 3: Architectural.
Definition: The building is protected because it is a good piece of architecture or a very important
component of the streetscape and/or the building typology has an important value but the property has
experienced important transformations but in which still its space layout and its typology is still
recognizable, useful and livable at present.
Works allowed: Maintenance, strengthening, restoration, adaptation and remodeling works are allowed.
Demolition of the whole building is not allowed but partial demolition is permitted when adaptation or
extension of the building is needed (only in wood).
Category 4: Cityscape I
Definition: The building has a positive contribution to streetscape and/or the building typology has a
value as a vernacular building. Their finishes or decorative elements do not match with the rest of the
building or it has suffered important decay. Important changes have been experienced but still the main
original masses that are an outstanding contribution to the cityscape. Conservation condition is not good.
Works allowed: All kind of works including demolitions are allowed but the main masses of the
building must be retained and the building material must be wood, following traditional methods.
Category 5: Cityscape II
Definition: Part of the building is in wood and that alone is a positive contribution to the cityscape.
Apart from that no other values are detected.
Works allowed: The building can be demolished and a new one built in its place. The only condition is
that the new building must be built with traditional methods: that is wood.
6C3. Integration of Database with Protection Strategy
The Heritage Act should clearly stipulate the protection of tangible and intangible elements of heritage
sites and buildings. The Heritage Act will be prepared by NICH on behalf of the Ministry of Culture. The
heritage database for Belize City as prepared by the Master Plan project should become an integral part of
this act and have a strengthened legal status through this act.
128
2012
NICH should be legally responsible for the database and its implementation. Although NICH might
delegate the updating of the database to the trust or another relevant organization, the ultimate
implementation of the act/database is the responsibility of the Local Building Authority and NICH. 29
It is important that the Act is finalized and endorsed by government before the database is published
and/or made official. If the data base is published without proper legal back up, all significant buildings
run the risk of being demolished before the act is endorsed.
Listing properties on the database and giving these properties protective status requires consultation with
home owners. It is important to articulate that being part of the database will confer positive status and
bring about benefits such as: (i) collective insurance of buildings; (ii) free engineering and architectural
advice; (iii) easier access to loans, and (iv) tax reduction, among others.
29
As of this date, negotiations are proceeding with a private company of Belize to implement and commence
operation of the database for a short period until it is taken over by NICH.
129
SECTION 7
2012
IMPLEMENTATION PLAN
7A. Action and Investment Plans
Based on the recommendations made in the preceding sections, action and investment plans are presented
for (i) each sub sector strategy, and for (ii) the urban ensembles. A summary is presented in Table 7-1.
The entire city investment plan amounts to some US$198m. A summary of the investment plan for the
sub sectors is provided below. The tables that follow provide a more detailed breakdown. Supporting
project sheets are also provided in Appendix C.
Table 7-1 Summary of Overall Belize City Investment Plan
#
S1
S2
S3
REF
COMPONENT
UP
UT
TM
Sector Strategies
Urban Planning Strategy
Urban Transport Strategy
Urban Tourism Strategy
CC
CS
SP
YB
HC
Priority City Development Areas
Collet Canal Urban Ensemble
Chetumal Steeet Urban Ensemble
Seaport Urban Ensemble
Yarborough Urban Ensemble
Haulover Creek Urban Ensemble
COST ESTIMATE
BZ$
83,200,000
54,000,000
11,000,000
148,000,000
BZ$
33,880,000
81,400,000
93,700,000
19,100,000
19,100,000
US$
41,600,000
27,000,000
5,500,000
74,000,000
US$
16,900,000
40,700,000
46,850,000
9,550,000
9,550,000
*Sub Total
247,000,000
123,550,000
GRAND TOTAL
395,100,000
197,550,000
*Sub Total
UE1
UE2
UE3
UE4
UE5
Phasing
(*Some figures rounded)
Priority
Medium
Long
Medium
Priority
Of the above ensembles, it is recommended that Collet Canal (the area of which already has some
earmarked funding for measures that could be modified) and Haulover Creek be the highest priority.
Also, it is noted that Haulover Creek in combination with Yarborough would i) immediately enhance the
downtown areas; ii) complete the tourist circuit from the existing cruise ship port area around downtown
and back to the cruise ship 30; and iii) is relatively cost-effective (particularly if follow-up studies could
optimize capital investment costs).
7A1. Sub Sector Strategy Investment Plan
a. URBAN PLANNING (UP)
The table below shows an investment plan for urban infrastructure and services that is required in Belize
City, and that has been discussed in the Master Plan. These interventions do not include the investments
shown in the ensemble development plan, which are provided separately.
Table 7-2 Urban Planning Sector Investment Plan
Ref #
UP-1
UP-2
UP-3
UP-4
30
Urban Planning Sub Strategy Components
Heritage Trust (seed fund) and Database
Wastewater treatment improvements (incl. basic civil works,
drainage upgrades, engineering and administration)
Recycling system
Garbage collection/disposal improvements (Closure of Mile 3
Cost
Estimate
(BZ$)
1,000,000
36,000,000
Cost
Estimate
(US$)
500,000
18,000,000
3,000,000
5,000,000
1,500,000
2,500,000
Timing
Short
Long
Long
Long
Note – integration with IDB’s National Sustainable Tourism Project.
130
Ref #
UP-5
UP-6
UP-7
UP-8
Urban Planning Sub Strategy Components
dump, establishment of a Transfer/Recycling Station )
Garbage collection/disposal improvements (Establishment of
a Landfill at Mile 24 Western Highway)
Garbage collection/disposal improvements (Access Rd.)
Public awareness campaigns for littering/recycling
City drainage improvements (incl. basic civil works, drainage
and storm water runoff upgrades, engineering and admin)*
TOTAL
2012
Cost
Estimate
(BZ$)
Cost
Estimate
(US$)
12,000,000
6,000,000
Long
3,000,000
200,000
23,000,000
1,500,000
100,000
11,500,000
Long
Long
Long
83,200,000
41,600,000
Timing
*In 2011, a loan of US$10m was approved from IDB to Belize City for the funding of city drainage improvements.
b. URBAN TRANSPORT STRATEGY (UT)
The table below shows an investment plan for urban transport that is required in Belize City, and that has
been discussed in the Master Plan. These interventions generally do not include the investments shown in
the ensemble development plan, which are provided separately, however, some overlapping components
are highlighted.
Table 7-3 Urban Transport Sector Investment Plan
Ref #
Cost
Estimate
(US$)
Urban Transport Sub Strategy - Components
UT-1
UT-2
UT-3
UT-4
Tier 1 - Greater Belize Planning Tier
Traffic Count Database System
Road Safety Plan & Traffic Accident Investigation System
Highway Link (Western Highway to Goldson Int. Airport)
Haulover Bridge Improvement
UT-5
UT-6
UT-7
UT-8
UT-9
UT-10
UT-11
UT-12
UT-13
UT-14
Tier 2 - Metropolitan Belize Planning Tier
Chetumal Street Bridge Construction
Northern Highway Freetown Bus Stop Redevelopment
Chetumal Bus Terminal/Depot Construction
City-wide Parking Improvements
Mahogany Street Extension
Area wide Intersection Improvements
City-wide Bus Stop Improvements
River Transport Scheme (not incl. main terminal UE1-CC5)
Mahogany Street Boulevard Design
Park & Ride Scheme
UT-15
UT-16
UT-17
UT-18
Tier 3 - Downtown Belize Planning Tier
Cycle network improvements
Pedestrian Enhancements
Traffic Calming Scheme
Controlled Parking Zone
UE1-CC3
UE1-CC5
Timing
100,000
200,000
3,250,000
750,000
Short
Short
Long
Long
500,000
150,000
10,600,000
400,000
1,800,000
1,500,000
800,000
1,000,000
750,000
1,500,000
Short
Short
Medium
Medium
Medium
Medium
Medium
Medium
Medium
Long
200,000
2,000,000
1,000,000
500,000
Short
Short
Medium
Medium
Sub Total
Tier 4 - Urban Ensemble Planning Tier (see ensembles)
Collet Canal Bus Interchange
Water Taxi Terminal
Sub Total
27,000,000
TOTAL
28,800,000
2,350,000
2,050,000
4,400,000
Medium
Medium
131
2012
c. TOURISM STRATEGY
The table below shows an investment plan for urban tourism that is required in Belize City, and that has
been discussed in the Master Plan.
Table 7-4 Urban Tourism Sector Investment Plan
Ref #
Cost
Estimate
(US$)
292,500
5,210,000
5,502,500
Urban Tourism Sub Strategy Components
TM-1
TM-2
Belize City Urban Museum
Event Tourism (Civic Center reconstruction)
TOTAL
Timing
Short
Short
7A2. Urban Ensemble Investment Plan
a. Collet Canal Urban Ensemble
The estimated cost for the entire Collet Canal Urban Ensemble is BZ$33.8 million (USD 16.9 million) as
set out below.
Table 7-5 Collet Canal Investment Plan
(UE1-CC) Collet Canal Urban Ensemble
Components
Ref #
Cost
Estimate
BZ$
US$
Phasing
11,500,000
5,750,000
Priority
Farmers Market
8,700,000
4,350,000
Short
Bus Transfer Station
5,600,000
2,800,000
Short
CC4
Fishermen’s Market
3,100,000
1,550,000
Medium
CC5
Water Taxi Terminal
4,900,000
2,450,000
Long
TOTAL PROGRAM
33,800,000
16,900,000
CC1
Collet Canal Streetscape
CC2
CC3
b. Chetumal Street Urban Ensemble
The recommended components of the Chetumal Street ensemble and approximate costs are tabulated
below. The ensemble includes the bus terminal (also shown in the urban transport strategy) as well as
access roads, and various housing and amenities.
Table 7-6 Chetumal Street Investment Plan
Ref #
CS1
(UE2-CS) Chetumal Street Component
Chetumal Street Improvement (north side)

CS2
CS3
CS4
2,600,000
1,300,000
Short
5,800,000
2,900,000
Short
21,200,000
10,600,000
Short
16,900,000
8,450,000
Medium
Main Building, Plazas, Street Paving, Parking, Sidewalk, Site
works (land Filling), Landscaping & Utilities (Electrical, Sewer,
Urban Furniture)
Community Development and Recreational Zone

US$
Site works (to include Land Filling), road surfacing, landscaping
& utilities (electrical, sewer, urban furniture)
Bus Terminal / Depot [see also UT-7]

Phasing
BZ$
Incl. site works, Landscaping & Utilities (Electrical, Sewer, Urban
Furniture)
Chetumal Street Extension (south side)

Cost Estimate
132
Ref #
Cost Estimate
(UE2-CS) Chetumal Street Component
BZ$
US$
34,900,000
17,450,000
81,400,000
40,700,000
2012
Phasing
Urban Furniture)
CS5
Multi-sports Centre

Long
Urban Furniture)
TOTAL
c. Seaport Urban Ensemble
Table 7-7 Sea Port Investment Plan
Ref #
SP1
(UE3-SP) Seaport Urban Ensemble Component
Port facility Main buildings

SP2
BZ$
US$
Phasing
2,300,000
1,150,000
Medium
42,300,000
21,150,000
Medium
2,400,000
1,200,000
Medium
10,700,000
5,350,000
Medium
600,000
300,000
28,200,000
14,100,000
Medium
7,200,000
3,600,000
Medium
93,700,000
46,850,000
Main Building, Warehouses, Customs
Port facility site works

Cost Estimate
Plazas, Street Paving, Parking, Sidewalk, Site works (land
Filling), Landscaping & Utilities (Electrical, Sewer, Urban
Furniture)
SP3
Passenger and Cruise Port facility Sea Wall

Sea Wall site works (land filling), Landscaping & Utilities
SP4
Port facility Docking pier

Docking Pier, Site works (land Filling), Landscaping &
SP5
Passenger and Cruise Port facility Main Buildings

Main Building, Warehouses, Customs
Passenger and Cruise Port facility site works

Plazas, Street Paving, Parking, Sidewalk, Site works (land
(Electrical, Sewer, Urban Furniture)
Utilities (Electrical, Sewer, Urban Furniture)
SP6
Long
Furniture)
SP7
Passenger and Cruise Port facility Docking Piers

Docking Pier, Site works (land Filling), Landscaping &
TOTAL
d. Yarborough Urban Ensemble
Table 7-8 Yarborough Investment Plan
Ref #
YB1
(UE4-YB) Yarborough Urban Ensemble Component
Chanel deepening
Cost Estimate
Phasing
BZ$
US$
300,000
150,000
4,000,000
2,000,000
Priority
2,300,000
1,150,000
Long
1,100,000
550,000
Short
1,000,000
500,000
Priority
Long
 Site works, canal deepening, dredging
YB2
Land Fill & Beachfront
 Site works (land Filling), Beachfront, Landscaping & Utilities
YB3
Cemetery renovation
 Sidewalk, Site works (land Filling), Landscaping & Utilities
YB4
Back Street Downtown
 Street Paving, Parking, Sidewalk, Site works (land Filling),
Landscaping & Utilities (Electrical, Sewer, Urban Furniture)
YB5
Front Street Downtown
133
Ref #
Cost Estimate
BZ$
US$
2012
Phasing
YB6
Grand Canal Side & Beachfront Public Plaza
3,400,000
1,700,000
Long
5,700,000
2,850,000
Short
1,300,000
650,000
Long
19,100,000
9,550,000
 Plazas, Street Paving, Parking, Sidewalk, Site works (land
Furniture)
YB7
Caesar Rd, Queen Charlotte St., Racecourse St. &
Cemetery Lane
 Site works, Landscaping & Utilities (Electrical, Sewer, Urban
Furniture)
YB8
Terminal, Market, & Museums
 Main Building, Plazas, Street Paving, Parking, Sidewalk, Site
Urban Furniture)
TOTAL
e. Haulover Creek Urban Ensemble
Table 7-9 Haulover Creek Investment Plan
(UE5-HC) Haulover Creek Urban Ensemble
Component
Ref #
Seaside/riverside promenade
HC1






HC8

2,600,000
1,300,000
Medium
1,400,000
700,000
Short
1,100,000
550,000
Priority
1,100,000
550,000
Short
600,000
300,000
Priority
1,000,000
500,000
Medium
5,600,000
2,800,000
Medium
700,000
350,000
Medium
3,100,000
1,550,000
Long
300,000
150,000
Short
19,100,000
9,550,000
Site works, Landscaping & Utilities (Electrical, Sewer, Urban
Furniture)
House of Culture Building

Long
Furniture)
Courtyard Plaza
HC7
1,300,000
Main Building, Plazas, Sidewalk, Site works (land Filling),
Battlefield Park
HC6
1,600,000
Furniture)
Rehabilitation of Market Square
HC5
Phasing
Furniture)
Artisan Plaza
HC4
US$
Board walk, seawall, Site works (land Filling), Landscaping &
Regent Street (west)
HC3
BZ$
Board walk, seawall, Site works (land Filling), Landscaping &
Seaside/riverside promenade
HC2
Cost Estimate
Renovation of existing buildings, construction of new building
House of culture compound
HC9

HC10
Eco museum
HC11
Swing Bridge repairs
Urban Furniture)
TOTAL
Finally, the table below summarizes projects above that are recommended for priority phasing only,
representing a priority investment of USD 9.1m.
134
2012
Table 7-10 Summary of ‘Priority’ Projects (only) for Belize City
REF #
PROJECT
COST BZ$
Ref #
(UE1-CC) Collet Canal Urban Ensemble Components
CC1
Ref #
Collet Canal Streetscape
(UE5-HC) Haulover Creek Urban Ensemble Component
Artisan Plaza & Mule Park
HC4

Ref #
YB2

11,500,000
5,750,000
1,100,000
550,000
600,000
300,000
4,000,000
2,000,000
1,000,000
500,000
18,200,000
9,100,000
Site works and street paving of surrounding streets, Landscaping &
Battlefield Park
HC6
US$
Site works of surrounding streets, Landscaping & Utilities (Electrical,
Sewer, Urban Furniture)
Land Fill & Beachfront
 Site works (land Filling), Beachfront, Landscaping & Utilities
YB5
Front Street Downtown
Total Cost:
7B. Institutional Strategy to Implement the Master Plan
This section discusses the institutional mechanism to implement a Master Plan for Belize City. In Belize,
only Belmopan has an urban master or development Plan and this Master Plan for Belize City is the first
of its kind in Belize. In order to ensure implementation it is necessary to find an organization that would
be responsible for the plan and its implementation.
7B1. Ownership of the Master Plan
The Master Plan ‘project’ has been officially operating under the Ministry of Tourism, Civil Aviation and
Culture. This is due to the historical origin of the project as originally the project was only requested to
make a heritage plan for the downtown area. Now that the project has developed an Urban Development
Plan, the operational home under the ministry of tourism does not seem to be the right institutional home
considering implementation of the Plan. For implementation of the UDP it is more appropriate to
institutionalize the project under the Belize City Council and/or the Ministry of Housing and Urban
Development.31
It is recommended that Belize City Council should play the lead role in further developing and
implementing the Master Plan. Implementation of projects can still be done in cooperation with the
relevant sectoral ministries, but with full involvement of the City Council (during planning, decision
making and implementation and maintenance of the project). A capacity building programme will be
necessary to strengthen the City Council for this responsibility.
7B2. Implementation Framework
Whilst it is recommended that Belize City Council should play the lead role in managing the Master Plan,
responsibilities can be prescribed to supporting entities.
31
The Restore Belize Project is proposed as the anchoring project for the UDP project. It is an initiative by the Prime Minister’s
office to address the negative social issues that Belize City has been experiencing over the recent months. This project
concentrates its efforts on physical, institutional, governance, socio-economic and psycho-social aspects of the city and is
therefore an important partner for the project. However since this is a project, which will be ending at a certain point, thi s cannot
be the institutional home for the implementation of the UDP.
135
2012
a. Project Execution Unit
Implementation of urban projects is typically facilitated by a Project Execution Unit/Entity (similar to the
STP) to carry out the detailed feasibility study and coordinate the physical works. This Unit would
manage multiple projects (physical, legal, and planning), and should have an advisory board. This could
serve as the coordinating arm of the Master Plan. The unit would coordinate working groups, who focus
more on certain specific projects. Depending on the scale, other options could also be considered like
Community Corporations or Investment companies, who could actually play an active role in project
implementation. This would however need further research whether such a set up would work in Belize
City.
b. Working Groups
To create ownership in a politically difficult environment, working groups should be created around the
investment project developed by the project team and in cooperation with the City Council. In these
Working Groups stakeholders will discuss, negotiate and come to conclusions on the vision, the strategies
and the actions that are required for the implementation of the Belize Master Plan. The objective of the
Working Groups will be to implement the different projects and further monitor and discuss the scenarios
suggested in the Master Plan.
Relevant stakeholders are those who fall into one or more of the following categories: (i) those whose
interests are affected by the problem; (ii) those whose activities significantly affect the issue; (iii) those
who control or influence management instruments relevant to the issue and its management; and (iv)
those who possess important information and expertise about the project.
If the Working Groups are properly established, supported and operated - and enjoy the full and
enthusiastic cooperation of the “stakeholder” organizations who are members - then the process will work
well. Each Working Group would be focused on a specific project. This structure will improve
coordination between the different levels of government and be an important tool for more efficient
implementation of the proposed project.
7B3. Capacity Building Program
A capacity building assessment (CBA) should be undertaken of the City Council and related
organizations. Based on the CBA, a training needs assessment should be developed in order to prepare the
authorities to implement the Belize Master Plan. A capacity assessment should be a structured evaluation
of the context in which the project is focusing on urban development in Belize to ensure that the Master
Plan will be implemented in order to define issues and problems to be addressed under the project, taking
in mind the context and the social economic, physical and political environment of the project.
Therefore it is suggested to undertake the follow-up activities listed below.
 To analyse the political context of Belize, with strong focuses on relevant target areas and the
assessment of stakeholders, institutions, and existing structures;
 To analyse the human resource capacity of the City Council;
 To evaluate the effectiveness of existing policies, programs, and procedures related to Belize’s
sustainable development initiative;
 To review the effectiveness of present and recent capacity building initiatives;
 To analyse the demands, interests, current and future possible roles of relevant stakeholders;
 To identify strategies to further capacity building support to Belize City Council and to propose
specific steps to realize proposed strategies.
7B4. Implementation of a Zoning Plan
136
2012
Zoning of specific areas would normally be part of a Master Plan and all geographic locations in the city
should comply with certain building regulations (height, density, plot ratio, land use, visual corridors etc).
At the moment this is not the case. It is advised that such a zoning plan should be established as soon as
possible, but it should be realized that this could be a difficult and potentially political sensitive process.
Special emphasis however should be on the historic down town of Belize City.
There seems to be growing official interest in built-heritage conservation in Belize City for a combination
of economic, socio-cultural and political motives. The incorporation of zoning regulations to include
historic buildings and sites would contribute to strategies for their preservation. This should be in addition
to the database (combined with the Heritage Act) of protected historic buildings produced by the BZCMP
and serve as a component of a large-scale program on the cultural, economic and social importance of
heritage preservation.
Possibly there should be a special decree with the intent of revitalizing the historic downtown. This
decree may restrict industrial activities, designating the whole of downtown as a residential zone.
However, the restrictive characteristic of this decree should avoid a decay of economic activities and
constructions and consider existing light industrial activities that may be already established in the area.
This decree and its zoning will have to be transformed by a new law that would create multiple land usessome mixed zones and some only residential zones.
7B5. Financing
Belize City’s local government has a narrow fiscal base with limited discretion over its own sourcerevenues. The result is a gap in Belize City local government budgets that may be filled by intergovernmental transfers. It is important to increase the role of Belize City local government in service
delivery without increasing its fiscal dependence on inter-governmental transfers as the main source of its
total revenues to finance the local budgets. If this is the case, then, it is important to start thinking about
alternatives for sub-national borrowing. It is in this regard that the development of domestic credit
markets should be explored and be given priority as a source of sub-national local finance. If this were the
case, Belize City local government, should be encouraged to avoid incurring obligations in foreign
exchange (loan repayments in foreign currency), which would make it vulnerable to exchange rate
fluctuations and volatility. But Belize-country should promote Belize City local government borrowing
only after putting in place a national framework that establishes debt limits and identifies appropriate
borrowing procedures.
This is important because the financing of the multifunctional urban infrastructures investments being
proposed by the Master Plan cannot be accomplished by government alone. Attracting private capital and
mobilizing capital markets either through direct private participation in these multifunctional urban
infrastructures investments, or through bonds or lending that allow Belize City government to tap private
capital for financing infrastructure, is essential.
When credit markets come under pressure, as in the present financial global crisis, the Belize City local
government may benefit from having as many different and multiple channels as possible by which to
access private savings for credit provision. Commercial banks and specialized municipal banks can
compete with capital markets (bonds) as Belize City government lenders. If these different institutions
operate on a level playing field, the local Belize City government borrower would benefit from the
competition. Belize City may benefit from the assistance that specialized municipal banks can provide in
project preparation and budget management. Or, it may go directly to the capital market, without bank
intermediation. Commercial banks may play a role as suppliers of capital based on their relative cost and
duration of funds.
Last but not the least, the current financial crisis and squeeze on private credit markets also makes it
appropriate to re-assess the role of publicly sponsored Municipal Development Funds and public financial
intermediaries. As credit suppliers, these institutions can operate in a variety of ways. They can lend
central government resources to Belize City local authorities. They can borrow from the private market
based on their own creditworthiness, and on-lend to Belize City at lower interest costs than Belize City
137
2012
could obtain on her own. They can on-lend donor funds targeted for local government investment. They
can also blend government grants with market-rate private capital to reduce the cost of investment capital
to Belize City local government.
7B6. Summary of Institutional Plan to Implement the Master Plan
The Master Plan document is in essence an urban development guide, which has the potential to be
converted into a legislative document in order to reach its full potential. This Master Plan is an integrated
plan combining social, economic, environmental and physical issues, which will require multi-level
coordination.
The long term strategy for ownership of the Master Plan will be a joint collaboration between the City
Council and the Master Planning Unit (UPU). However, the UPU will remain an autonomous body
legislated to be sustained without the intervention of changed political parties.
In order to keep the momentum of the project on-going, it is recommended that a structured relationship
comprising of local and central government is to be maintained. This means that the Mayor and the City
Council along with support from the Ministry of local Government and the Ministry of Tourism will need
to temporarily take leadership in the form of a Task Committee until a formal execution unit is
established as illustrated in the organogram below:
Phases
Step 1
Description
The City Council identifies urban ensembles that are currently under performing and
138
Step 2
Step 3
Step 4
Step 5
2012
that may need to be addressed. This information is then conveyed to the Urban
Planning Unit (UPU) in an attempt to identify which project will serve the
requirements most efficiently. The Master Plan now acts as a source of on-going
planning of viable projects at all Scales (Short, Medium, Long term urban
ensembles.)
The UPU, will provide recommendations to the City Council through on-going
studies and development feedback with input from various key and stakeholders, the
public/private sector and the central Government. Projects within each urban
ensemble will constantly be modified depending on the economic and physical
growth of the city.
The City Council along with the UPU may then present proposals to the
Central Government in order to obtain approvals, funding, and support by the
ministries who may be directly involved.
Central Government determines approval of project through the PUBLIC SECTOR
INVESTMENT PROGRAMME (PSIP) and the ministry of economic development
allocating funds to proceed with the proposal requests.
The UPU now creates a Terms Of Reference for the project, administers in-depth
project reports and construction documents and executes contracts for construction.
139
LIST OF APPENDICES
Appendix A
Existing Situation Plans
Appendix A1 – Existing Satellite Communities
Appendix A2 – Existing Wetlands
Appendix A3 – Existing Historic Monuments
Appendix A4 – Existing Bus Infrastructure
Appendix B
Heritage
Appendix B1 Heritage Database Methodology
Appendix B2 Protection Categories Map
Appendix B3 Height Regulation Map
Appendix B4 Site Coverage Map
Appendix B5 Schedule of Protected Buildings (sample)
Appendix C
Investment Plan Project Profiles
Appendix C1 Urban Heritage (summary sheets UH-01 to UH-02)
Appendix C2 Urban Transport (summary sheets UT-01 to UT-19)
Appendix C3 Urban Tourism (summary sheets TM-01 to TM-02)
1

BL-T018 Belize City Master Plan – Volume I

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