St. Thomas South Shoreline Resilience Plan

St. Thomas South Shoreline Resilience Plan

Fall 2023 University of Pennsylvania Weitzman School of Design

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Table of Contents Introduction Turpentine Run & Mangrove Lagoon Localized Approach to Data Roadmapping in USVI Port & Frenchtown Lindbergh Bay

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The Studio For the third year in a row, the University of Pennsylvania City Planning Studio dedicated to the study of climate resiliency planning and sea level rise has partnered with the United States Virgin Islands, where we return to the island of St. Thomas. As a studio composed of graduate students and working planners, we bring a diverse set of skills and experiences, which informed our distinct approaches to long-range resiliency planning on the South Shore of St. Thomas, one of the most vibrant and vulnerable stretches of the whole territory.

Twelve graduate students and two instructors worked closely with the advice of the Department of Planning & Natural Resources, the Department of Public Works, and the Green Technology Center at the University of the Virgin Islands for guidance on priorities and context to help steer this process. Without these local partners, this studio would be adrift.

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Brooke Acosta, STIP

Shreya Bansal, Smart Cities

Devon Chodzin, LU-EP

Jose Fernandez, LU-EP

John Holmes, STIP

Suzie Kazar, LU-EP

Hongyi Li, UD

Yinan Li, HCED

Tiffany Luo, Smart Cities

Brenna Schmidt, Sustainable Community Development

Qianyun Wei, UD

Chris Xu, UD

Scott Page, Instructor

Jamie Granger, Instructor

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Introduction St. Thomas is an island with a rich history and beautiful natural scenery.

The island is the site of centuries of cultural mixing with Indigenous, African, European, and American influences, making the culture of the US Virgin Islands unique, even within the Caribbean. Additionally, the lush green mountains rising dramatically out of white sand beaches make St. Thomas a postcard view of paradise.

It’s no wonder then, that in addition to being a beautiful place to live, St. Thomas is a major destination for visitors. Whether they are stopping by on a cruise or making a longer stay on the island, tourists are the main driver of St. Thomas’ economy. In many ways, the tourism industry makes life on the island possible for the 40,000 residents who call it home.

However, climate change is worsening environmental threats that make life

on the island increasingly precarious.

As the planet warms, hurricanes will get stronger, routine rainfall will become more severe, drought will become more common, and seal level rise will threaten the shores of St. Thomas. The island has already begun to feel the impacts of these threats in recent years.

In order to protect the island’s cultural resources, natural beauty, and communities, it is imperative to plan for a more resilient St. Thomas in the face of these worsening environmental threats. This plan focuses on the island’s south shore, which is home to some of its most critical cultural, economic, and ecological resources.

With thoughtful planning, the government of the US Virgin Islands can secure a future where these resources are protected and residents do not fear worsening environmental threats.

Main Street in Downtown Charlotte Amalie (Source: Studio)

Frenchtown Waterfront (Source: Studio)

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St. John

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Puerto Rico

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St. Croix

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1. Lindbergh Bay 2. Crown Bay Port and Frenchtown 3. Charlotte Amalie 4. Mangrove Lagoon

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Before 1493

The island now known as St. Thomas was inhabited by Indigenous peoples for at least 3,000 years before European contact. These included various groups of Taino and Kalinago peoples at different times.

1493

Columbus was the first European to make contact with St. Thomas. He arrived in 1493 during his second voyage to the new world. For the nearly 200 years that followed, different European powers, including the English and French, vied for control over the island.

1670

In 1670, the Kingdom of Denmark established a more permanent control over the island. The Danish used St. Thomas for sugar cultivation and enslaved large numbers of Africans to labor on the plantations.

1848

After a long struggle for freedom, enslaved people in St. Croix successfully demanded emancipation in the Danish Virgin Islands. This event, Emancipation Day, is still commemorated every year.

As a small island territory with a complicated colonial past and present, USVI faces unique challenges.

1917

During World War I, the United States became interested in expanding its military presence in the Caribbean. The US bought the territory from the Danish and established the US Virgin Islands.

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Governance of the USVI The US Virgin Islands have gained increased self-governance over the last century of US rule. During the first several decades as a territory of the United States, USVI was administered by a governor appointed by the president. However, in 1954, Congress granted the territory the right to selfgovernance.

Today, USVI is governed much like a state. Citizens elect members of the legislature and the governor. The governor appoints members of their cabinet and the judiciary. Charlotte Amalie is the seat of the territorial government. Notably, unlike states, there are no local governments within the territory.

Top to Bottom: Territorial Governor Albert Bryan, Congressional Delegate Stacey Plaskett, Lesiglature President Novelle FrancisJr. (Source: usvi.gov)

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United States Virgin Islands Legislature (Source: usvi.gov)

USVI Capitol Building, Charlotte Amalie, STT (Source: usvi.gov)

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Recent disasters have caused demographic trends that are exacerbating the territory’s problems

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Storm damage in Frenchtown (Source: Studio)

Governor Bryan, April 24, 2020 (Source: vi.gov)

Marooned Boat outside of Maragriatville Resort (Source: Studio)

Hurricanes Irma & Maria

COVID-19 Pandemic

In 2017, St. Thomas and the rest of the U.S. Virgin Islands were hit by two category five storms in under one month. Hurricanes Irma and Maria killed five people and caused nearly $11 billion in damages across the territory.

These devastating storms disrupted life across the island, shuttering airports, obstructing roadways with debris, and leaving most residents without power.

Physical evidence of the storms remain on the island, with many buildings left vacant or in need of serious repair.

Like the rest of the world, St. Thomas experienced the coronavirus pandemic beginning in March 2020. From then until March 2023, there were more than ten thousand cases on the island and more than 70 deaths. The pandemic also had severe economic impacts, as the island is heavily reliant on the tourism trade, particularly from cruise ships. St. Thomas received no cruise ship tourism for 16 months, from the onset of the pandemic until July 2021, which along with other travel restrictions had a major effect on the more than 50 percent of Virgin Islands residents who work in tourismfacing sectors.

The twin disasters of the hurricanes The difficult economic conditions on the and the pandemic exacerbated existing island are clear when looking at housing demographic and economic trends on and income data. Median household St. Thomas. Already, the island had been income has grown slowly in St. Thomas, negatively impacted by the shuttering rising only three percent between 2010 of the Hovensa oil refinery on St. Croix, and 2020. This compares to a 15% which at the time of its closure was one of increase in median household income the ten largest operating refineries in the nationwide over that same time period. world. This event alone led to a 15 percent decline in gross product for the Virgin These slow economic gains make it Islands over the following three years. difficult to find affordable housing, as the median home sale price on St. Thomas has As a result, St. Thomas lost a staggering increased by 83% over the past decade.

18 percent of its population between This makes housing unaffordable for many 2010 and 2020, dropping from 51,634 local residents, who can’t compete with to 42,261 people. As its population wealthier individuals purchasing vacation decreased, its median age increased from homes. Combined with the fact that 39.8 years to 49 years over that same nearly 30% of housing units across the time period, indicating that many of Virgin Islands were at least moderately those leaving were young, working age damaged by Hurricanes Irma and Maria, housing costs and availability can present residents. a major challenge to St. Thomians.

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Fnding Information Sign at Joseph Aubain Ballpark and French Town Tiny Tots Park (Source: Studio)

Now, St. Thomas has access to unprecedented funding that should be thoughtfully expended.

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Due in part to the disasters experienced

by St. Thomas, the Virgin Islands now has access to unprecedented federal funding that can be used to rebuild a better and more resilient island. The majority of recent federal funding arrived as hurricane relief, with a total of $8.52 billion obligated to date. The Virgin Islands also received more than $750 million in pandemic relief funding and more than $205 million from the Bipartisan Infrastructure Law.

While there is significant federal funding available, St. Thomas has limited capacity for planning and data collection for decisionmaking. Though it’s a small territory, the U.S. Virgin Islands are expected to act as a state government with a much smaller population. There is now a need to rebuild in a thoughtful way, but the structure of federal funds can make it easiest to rebuild in the same way that things were before. However, that will not set up St. Thomas for longterm success and resilience in the face of worsening climate events such as storms or droughts.

Federal Funds Available $8.52 billion: Obligated Hurricane Relief Funds $758.25 million: Pandemic Relief Funds $206.9 million: Bipartisan Infrastructure Law Funds

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The South Shore is economically and culturally vital, and it is home to many socially vulnerable residents.

Social Vulnerability Index, Top 10% of Estates (Sources: Studio, NOAA, UVI)

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Charlotte Amalie Historic District (Source: Studio)

Crown Bay Shopping Center (Source: Studio)

The South Shore is home to some of the island’s most important economic resources. This includes all of the island’s vital transportation infrastructure: both cruise ports, the freight port, and the airport. All of the island’s goods and tourists come through these various ports, making them absolutely essential to the economic survival of St. Thomas.

Additionally, several of the island’s major commercial centers are located along the South Shore. These largely cater to tourists arriving on cruise ships. They include the Crown Bay Shopping Center, Havensight Mall, and downtown Charlotte Amalie.

Many of the island’s most important cultural resources are also located along the South Shore. Charlotte Amalie is the territory’s oldest settlement, founded by the Danish in 1671. It is home to historic architecture and important civic buildings, such as the territorial legislature. To the west of Charlotte Amalie, Frenchtown is another historic neighborhood with a rich history. Settled by French Caribbean immigrants in the 19th century, Frenchtown is home to a local history museum, a historic church, and a longstanding fishing industry.

Total Vulnerability Index, All Estates (Sources: Studio, NOAA, UVI)

The South Shore also is home to many of the island’s most vulnerable residents. This is measured by the Social Vulnerability Index, which takes into account 16 social factors spanning socioeconomic status, household composition and disability, minority status and language, and housing type and transportation. See above in Figure A (social vulnerability) and Figure B (total vulnerability).

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The South Shore is particularly vulnerable to environmental threats.

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Water Truck Refill Spigot (Source: Studio)

Nadir Gut (Source: Studio)

Hurricane Accelerated Erosion at Lindbergh Bay (Source: Studio)

Charlotte Amalie Waterfront Seawall (Source: Studio)

Drought

Stormwater Management

Hurricanes

Sea Level Rise

St. Thomas is particularly vulnerable to drought. The island has limited desalination capacity, little groundwater, and no rivers. Therefore, residents are highly reliant on rainwater. Many homes have their own rooftop collection systems and cisterns for water storage. When cisterns run dry, residents have to pay for expensive refills from private water companies.

Climate change is worsening periods of drought, straining this fragile system.

Inadequate stormwater infrastructure causes relatively frequent disruptions on St. Thomas. Guts are the system of channels, some natural, some engineered, that carry stormwater from the island’s interior out to the sea. These guts are frequently overwhelmed by the volume of stormwater, causing localized flooding to roadways, residential areas, and other infrastructure. Additionally, without strong land use regulation, development patterns often worsen flooding patterns on the island. Climate change will make routine storms more severe, worsening localized flooding.

St. Thomas is located right in Hurricane Alley and therefore vulnerable to significant destruction from high winds and storm surge during hurricanes.

This was the case in 2017 when Hurricanes Irma and Maria hit USVI back-to-back, causing $11 billion in damages across the territory. While major hurricanes may not hit St. Thomas every year, it takes many years to rebuild in the aftermath of one. As climate change makes major hurricanes more common, it is imperative to rebuild in a way that mitigates the risks posed by high winds and storm surge.

While much of the mountainous island lies well above sea level, many of the island’s vital cultural and economic resources are clustered in low-lying areas near the shoreline. Therefore, sea level rise represents an existential threat to life on St. Thomas. While catastrophic sea level rise may not occur for several decades, it is crucial to begin preparing the island now by making plans to protect or relocate vital infrastructure in vulnerable coastal areas.

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Turpentine Run & Mangrove Lagoon 22

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Geographic Context Turpentine Run and Mangrove Lagoon are located on the southeastern shores of St. Thomas, encompassed fully by the Jersey Bay Watershed, which is the largest on St. Thomas. Rainfall flows through Turpentine Run and the Nadir Gut out into Mangrove Lagoon. This area is located close to major roads, commercial centers, and transportation hubs.

Upstream, Turpentine Run and the Nadir Gut flow past various industrial and commercial properties, including the Heavy Materials rock quarry, automotive service shops, waste disposal bin sites, and the Bovoni Landfill. These land uses pollute the water, which ultimately ends up in the ecologically-sensitive Mangrove Lagoon.

As it flows downstream, Turpentine Run and the Nadir Gut travel through multiple residential neighborhoods. These include Mariendal, Estate Bovoni, and Estate Nadir. Rainfall events can cause destructive, repetitive flooding to the people who live in these communities, forcing homeowners into costly repairs and retrofits. These neighborhoods are also some of St. Thomas’s most socially vulnerable, so such home improvements have an outsized financial burden.

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Mangroves serve special ecological, economic, and cultural functions for St. Thomas.

Mangrove Lagoon Turpentine Run and the Nadir Gut within the Jersey Bay Watershed are critically important, as the water flowing through it ultimately exits into Mangrove Lagoon. Mangroves serve special ecological, economic, and cultural functions for St. Thomas.

Mangroves provide numerous environmental benefits to the land and water around them. As the largest mangrove habitat on St. Thomas, Mangrove Lagoon protects the coast from erosion and storm impacts, cleans pollution from the water, provides habitat for diverse fish and wildlife species, and serves as a carbon sink for greenhouse gas emissions.

Mangrove Lagoon (Source: Studio)

Mangrove Propagule (Source: Studio)

Alongside ecological benefits, mangroves also provide important economic and cultural services. St. Thomians are allowed to keep their boats in Mangrove Lagoon during imminent storm events, and tourists often come to tour the area on kayaks and paddleboards.

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Issues Turpentine Run, Mangrove Lagoon, and surrounding neighborhoods face three important problems: flooding, water pollution, and connectivity.

Flooding:

When large or even commonplace rain events occur on St. Thomas, stormwater flows out through guts into the Caribbean Sea. In the neighborhoods surrounding Turpentine Run, one-third of all buildings are in the flood zone. This causes property damage and associated financial burdens to residents and businesses.

Buildings in the Flood Zone (Source: Studio, NOAA)

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Pollution:

With upstream industry and other unsuitable land uses, the water that flows along Turpentine Run and through the Nadir Gut is polluted with known and unknown toxins. This water not only floods into residences, but also enters the Mangrove Lagoon, causing unnecessary harm to an important environmental asset.

Dump Site Along the Nadir Gut (Source: Studio)

Bovoni Landfill (Source: Studio)

Heavy Materials (Source: Studio)

Light Industrial (Source: Studio)

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Pollution Threats (Source: Studio)

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Connectivity:

Inadequate pedestrian amenities separate the various neighborhoods around Turpentine Run. Existing resources such as parks and community centers are therefore underutilized, impeding integration and meaningful connections between residents.

Gas Station Along Bovoni Road (Source: Studio)

Commercial Uses Along Bovoni Road (Source: Studio)

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Connectivity Challenges in Residential Neighborhoods (Source: Studio)

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Goals 1. Mitigate flood impacts to communities surrounding Nadir Gut 2. Protect Mangrove Lagoon from pollution 3. Create green community assets 4. Facilitate meaningful connection points within and between communities 5. Increase community participation and foster a sense of ownership

VISION: A vibrant and well-connected community equipped with the tools and resources necessary to prepare for and recover from future flood events.

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Strategies Overview This section provides an overview of three strategies to help mitigate the impacts of flooding and water pollution along Turpentine Run and in the Mangrove Lagoon. These strategies are focused on building green stormwater infrastructure, minimizing pollution, and building community capacity to respond to and rebuild from flood events. Several recommendations are proposed in line with each strategy, which are also supported by specific improvements.

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Strategy 1: Water Quality and Flooding

Strategy 1 Overview

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Recommendation 1.1: Turpentine Run Greenway

Objective: A multipurpose project combining green infrastructure for stormwater retention and recreational facilities, designed to serve as a floodable area during heavy rains and open space in dry conditions while also filtering stormwater runoff before it reaches the Mangrove Lagoon.

The Turpentine Run Greenway will incorporate green infrastructure to create a floodable linear park along the Nadir Gut and Bovoni Road. This park will include both stormwater retention and recreational services to create a flexible space that can serve as both a floodable area during rain events and as a public park when dry. Features proposed within the Greenway will filter pollution from water runoff along the terraced landscape before flowing downstream to Mangrove Lagoon.

Recommendation 1.1 - Proposed Turpentine Run Greenway (Source: Studio)

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Improvements: • Retention Pond or Landscaped Ditch: The implementation of a retention pond or landscaped ditch will be dependent on the site’s soil conditions. It will serve as water storage along the Nadir Gut and Bovoni Road.

Recommendation 1.1 -Vacant and Underutilized Lands (Source: Studio, NOAA)

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• Drainage System: A drainage system along Turpentine Run and Bovoni Roads will capture polluted stormwater runoff before it enters and throughout the Nadir Gut and Mangrove Lagoon.

Stormwater Drains Stormwater drains along streets can capture stormwater runoff and prevent flooding on roadways.

Stormwater drains can also act as a first line of defense, filtering out some pollutants from the water before re-entering the Nadir Gut or Mangrove Lagoon.

Stormwater Drain (Source: Reliable Basement Services) Recommendation 1.1 - Drainage System Recommendations (Source: Studio, NOAA)

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• Terraced Water Treatment System: This type of water treatment system will provide staged rounds of water filtration as it travels downstream.

Case Study: AMD & ART Park AMD & ART Park, located on reclaimed industrial land in Vintondale, Pennsylvania, uses a terraced treatment system to clean water polluted from acid mine drainage. The system includes various forms of wetlands and ponds targeted to different types of pollutants.

AMD & ART Park, Vintondale, PA (Source: AMD & Art) Recommendation 1.1 - Proposed Terracing Section (Source: Studio)

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Recommendation 1.2: Green Community Net

Objective: Transform underutilized lands in the Turpentine Run neighborhood into interconnected stormwater management and recreational spaces, ensuring all residents are within a five-minute walk of a green area to enhance both community and environment.

The Green Community Net will repurpose vacant or underutilized land in the areas surrounding Turpentine Run to create stormwater management sites. Stormwater catchment sites will provide space for water retention and recreation. These sites will serve as green community spaces so that, along with environmental benefits, residents can be within a five-minute walk from a high-quality natural area. The interconnected and netlike nature of these sites will support both stormwater management and residential connectivity.

Recommendation 1.2 - Green Community Net (Source: Studio, NOAA)

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Improvements: • Transforming Vacant or Underutilized Lands: Existing vacant and underutilized properties within the neighborhoods surrounding Turpentine Run will be identified to serve as open space for stormwater management and recreation for residents. Nearby communities will be able to assist in the identification process.

Opportunities for Community Open Space • • • • •

Schoolyards Playgrounds Public seating areas Public plazas Green space (land that is partly or completely covered with grass, trees, shrubs, or other vegetation) • Parks • Community gardens • Cemeteries

EXISTING PHOTOS OF VACANT LANDS

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• Nadir Eco Park: A pilot project is proposed at the existing Nadir Recreation Area to transform it from an underutilized recreation space into a lush, green park that also serves as a stormwater retention basin during heavy rainfall events.

Recommendation 1.2 - Nadir Eco Park Site Plan (Source: Studio)

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Before

Existing Photo of Nadir Recreation Area (Source: Studio)

Design Guidelines For Green Community Open Space • Build bioretention spaces • Implement communitydetermined uses • Add paths to increase accessibility and connectivity to surrounding neighborhoods

After After

Nadir Eco Park (Source: Studio) Nadir Eco Park Recommendation 1.2 - Proposed

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Recommendation 1.3: New Convenience Center

From Left to Right: Nadir Gut, Communities Along Nadir Gut, & Nadir Recreation Center (Source: Studio)

Objective: Aligning with VIWMA goals to clear individual bin dump sites in favor of creating larger, more streamlined convenience centers for waste disposal to limit pollution.

Currently, there are numerous individual bin sites for St. Thomians to dispose of their waste along Turpentine Run Road. These individual bin sites are insufficiently managed, with pollution from household trash and auto waste leaching into the soils and waters around them. The Virgin Islands Waste Management Authority (VIWMA) is making an effort to replace these bin sites with centralized convenience centers that provide a streamlined approach to waste disposal.

Improvements: New Convenience Center: A new convenience center will be constructed in an appropriate location along or near a major road and adjacent to population centers. These convenience center will help to reduce the pollution that enters the Nadir Gut and Mangrove Lagoon.

Recommendation 1.2 - Convenience Center (Source: Studio, NOAA)

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Strategy 2: Connectivity

Strategy 2 Overview

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Recommendation 2.1: Street Network Improvements Objective: Connecting nearby residential neighborhoods to new and existing community assets and green space with paths that provide a pleasant and safe walking experience.

The existing street network lacks useful connections and pedestrian amenities, such as shaded sidewalks and pathways to connect residential neighborhoods.

Street network improvements along Turpentine Run and Bovoni Roads will help to improve the pedestrian experience, connecting residents both to each other and to neighborhood amenities.

Recommendation 2.1 - Proposed Improvements (Source: Sutdio)

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Improvements: • Major Roads Improvements: Walkability along Turpentine Run and Bovoni Roads will be enhanced through a widened sidewalk to create a green buffer between pedestrians and the road. This green buffer will provide safety, shade, and community space to nearby residents. Bovoni Road will be narrowed from 24 feet wide to 22 feet wide to give an extra two feet to the sidewalk.

Recommendation 2.1 - Major Roads (Source: Studio)

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Before

Existing Conditions on Bovoni Road

After

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Recommended Improvements for Bovoni Road

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• Trail System: A trail system built within the Turpentine Run Greenway will provide connectivity and recreation opportunities to pedestrians and cyclists.

It will also increase connectivity between neighborhoods and present an opportunity for locals to enjoy the natural resources surrounding them. The trail can be adjusted according to the topography of the site, such as being elevated across wetlands.

Case Study: New Haven Long Wharf In New Haven, Connecticut, an elevated multi-use trail allows for safe pedestrian access over wetlands and can be used during minor flooding events.

New Haven Long Wharf (Soure: Utile Architecture) Recommendation 2.1 - Proposed Trail System (Source: Studio)

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• Neighborhood Pathway: Internal pedestrian-only pathways will connect the neighborhoods surrounding Turpentine Run. The existing street network relies on north-south connections, leaving west-east connections insufficient.

As roadways within these neighborhoods cannot accommodate sidewalks, pedestrian-only pathways, staircases, and alleys, such as those found in Charlotte Amalie, can help residents to navigate the area.

Case Study: Charlotte Amalie Pedestrian-only pathways pathways can provide safe local connections, separate from vehicle traffic.

Examples can be seen in downtown Charlotte Amalie.

Pedestrian Pathway in Charlotte Amalie (Source: Studio) Recommendation 2.1 - Pedestrian Pathways (Source: Studio)

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Strategy 3: Community Building

Strategy 3 Overview

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Recommendation 3.1: Community Plaza Creation

Objective: To establish a vibrant community plaza that serves as a central hub for engagement, events, and educational activities.

This initiative will not only construct a physical space, but aims to build a sense of community, ownership, and pride in the neighborhoods surrounding Turpentine Run. Community members will be actively involved in its creation through ongoing educational workshops and charrettes to shape longterm priorities and programs, learning from models such as Vendor’s Plaza in Charlotte Amalie.

Recommendation 3.1 - Community Plazas (Source: Studio)

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Primary Stakeholders: • Local Businesses: While local busi• Community Residents: Communinesses may possess a medium level ty residents, characterized by both of interest and power, they play a high interest and high power, are pivotal role in the success of the identified as critical stakeholders for strategy. They can be valuable partthe success of this initiative. Their ners for sponsorship opportunities active participation in the planning and plaza events. process and ongoing plaza activities can foster community ownership and pride.

• Government: The territory’s government, wielding significant influence, stands as another key stakeholder.

Close collaboration is essential for securing permits, allocating resources, and integrating the plaza into broader planning efforts.

Recommendation 3.2: Community Meeting Series Objective: To provide regular opportunities for community members to gain awareness, understanding, and active involvement in ongoing initiatives, encouraging maximum participation.

are crucial stakeholders. Active involvement in meetings fosters a sense of ownership and community pride.

• Government: As a key stakeholder with significant influence, local government collaboration is A series of community meetings will be essential for venue allocation and a crucial element in supporting green resource allocation, as well as infrastructure strategies. To accomplish integration into broader planning this, meeting logistics, such as location, efforts. cadence, and online streaming platform • Local Businesses: Despite medium must be identified first to maximize interest and power, local businesses participation through accessibility. are vital partners. Encouraging their participation and sponsorship aligns Primary Stakeholders: with social responsibility goals and contributes to project success.

• Community Residents: Characterized by high interest and high power, community residents

Communities Near Turpentine Run (Source: Studio) Residences Along Nadir Gut (Source: Studio)

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Recommendation 3.3: Community Listening Survey

Recommendation 3.4: Neighbors of Turpentine Run

Objective: To comprehensively understand the community’s knowledge of topics, such as proper dumping practices and flooding, and identify the specific ways these issues impact residents. This survey should be used to establish a baseline of community awareness of these subjects to illustrate where to focus educational workshops and efforts.

Objective: Establish the “Neighbors of Turpentine Run” communitybased organization that facilitates communication between residents and local government, fostering a sense of community and bridging the divide.

A community listening survey will be developed and distributed to the neighborhoods surrounding Turpentine Run. It will be designed through an online platform with an accompanying QR code, as well as a paper option. Simplifying the design and ensuring accessibility will help to maximize participation and gather accurate insights from a diverse range of community members. Engaging local leaders and community influencers will be pivotal to this effort. The community listening survey also serves as an opportunity to strengthen collaborative efforts and partnerships across governmental, university, and nonprofit organizations.

Primary Stakeholders: • Government: With high interest and power, local government collaboration is integral to the survey’s success.

• Community Residents: Essential for survey success, community residents, with high interest and medium to high power, should be motivated through engagement with local leaders.

• Local Businesses: Crucial for promotion, local businesses, with medium interest and power, can be incentivized to participate and support the survey.

Residence Along Nadir Gut (Source: Studio)

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A community group, Neighbors of Turpentine Run, will be encouraged.

The first step in this strategy will be to define community representatives from Mariendal, Estate Bovoni, and Estate Nadir. These representatives, in collaboration with the territory’s government, should actively plan and facilitate workshops and meetings.

These conversations will allow diverse voices to not only have a platform, but actively contribute to decision-making processes. Educational workshops will be included to empower residents with the knowledge and tools needed for effective communication and engagement.

Neighbors of Turpentine Run draws inspiration from nearby successful community-based models, such as CHANT (Crucian, Heritage, and Nature Tourism) in St. Croix. CHANT is a leading organization committed to preserving Crucian culture and heritage by promoting sustainable community development. CHANT’s success in fostering collaboration, bridging gaps between communities and government,

and implementing impactful environmental projects serves as a guide for St. Thomas.

Primary Stakeholders: • Government: Being a primary stakeholder, local government collaboration is crucial for organizational success, aligning with broader community development plans.

• Community Residents: At the heart of the initiative, community residents play a crucial role. This will help to ensure diverse voices are accurately represented.

Residence Along Nadir Gut (Source: Studio)

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Localized Approach to Data Roadmapping in USVI

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Introduction We acknowledge that USVI is under immense climate stress. Following the hurricanes in 2017 and the pandemic in 2020, as well as the continued climate change crisis, it is clear that the islands must become more resilient. One way to achieve this goal is to use data to help plan and manage resources.

Currently the island has over 600 datasets that contain information around demographics and climatic stressors, but these are stored across the internet in various sources. DPNR, the planning agency of the island aims to digitize some of its processes to save time and make them more efficient.

Through this project, we want to answer several questions. How can data analytics help St. Thomas with climate and environmental planning? What does a systemic and localized data framework look like for St. Thomas?

How can local agencies leverage data to better understand and respond to climate change and help vulnerable communities?

For an interactive story map version of this chapter visit: https://storymaps.arcgis.com/stories/ d0d5859c1f704646a615d2ec74280769

Aftermath of Hurricanes Irma and Maria in 2017 (Source: NBC News)

To manage this, St. Thomas needs a robust plan and a network of real-time updates to be prepared and resilient.

Bigbelly bin at Veterans Drive as a technnology to enhance trash collection (Source: Studio)

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Heat camera capture of Veterans Drive at midday in October 2023 (Source: Studio)

Destruction after Hurricanes Irma and Maria (Source: ABC News)

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Existing Efforts The Government of the USVI, National Oceanic and Atmospheric Administration (NOAA), DPNR, Port Authority, and UVI are among the many stakeholders who are actively trying to bridge the data gap to address climate issues.

Sea Level Rise Viewer by NOAA is a map viewer that provides coastal resource managers and planners with a preliminary look at sea level rise and coastal flooding impacts.

MapGEO, created by the Government of USVI under the Geospatial Information System Division, Office of the Lt. Governor, is a tool created to view and store information around land parcels in the Virgin Islands.

Available datasets across governmental departments of USVI are listed below.

These are critical for both government and citizen use and include data in categories like Census, land use, physical characteristics, climate, operational, and social data.

Sea Level Rise Viewer (Source: NOAA)

A non-exhaustive list of existing datasets and sources (Source: Studio)

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MapGeo for US VIrgin Islands showing property information (Source: MapGeo)

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Case Studies OpenDataPhilly Across the mainland US, many cities have created open data websites available for public use. OpenDataPhilly is the City of Philadelphia’s open data portal set up by its Office of Innovation & Technology. It offers access to more than 300 datasets, applications, and APIs related to the Philadelphia region. Built by Azavea, it provides free and open access to data for developers, citizens, planners, and other stakeholders. For each dataset, application, or API, the site includes accompanying information about the origins, update frequency, and other specifics of the data. The record for each data source also includes links for downloading the data or accessing the application or API. We believe a similar approach to USVI could help not only government stakeholders but also construction developers, students, researchers, planners, and citizens in taking daily actions and conducting research around the islands. By providing a centralized platform for data sharing, the portal can significantly enhance the accessibility of information and foster collaborations across USVI departments.

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New York City Construction Dashboard In 2017, the City of New York released a public construction dashboard for people to view construction projects and their progress in their neighborhoods. Here is a coverage of the project by the New York Times: “Rick D. Chandler, the city’s buildings commissioner, said he saw the online map as a way to make the department’s mountain of data more transparent...

Mr. Chandler said the data has also been used behind the scenes to assess and improve the department’s operations.

For instance, a data analysis showed that in October 2017, the department took more than 15 days to process certificates of occupancy for 161 new buildings.

Building officials followed up by streamlining the process and tightening oversight of staff. Last month, only eight buildings took that long.”

OpenDataPhilly portal (Source: OpenDataPhilly)

We believe that a similar dashboard for USVI can at first be government-facing and help the planning agency give out permits and eventually be public-facing to help citizens in decision-making and to select land for easier building.

NYC Construction Dashboard (Source: NYC Construction Dashboard)

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St. Thomas overlaid with impacts of climate change (Source: Studio)

Opportunities • High volume of projects: is significant funding available to Construction projects in St. Thomas help make St. Thomas much more are at a historic volume. These climate resilient. include projects in coastal zones and • Federal funding: The Bipartisan on shorelines.

Infrastructure Law offers funds • Public request for guidance: The and subsidies on building out datapublic has requested for guidance driven processes. and regulations to be more resilient. • Better data handling needed: St. • Efficiency at DPNR: DPNR Thomas and the USVI could benefit needs to approve or deny permits from a efficient one-stop solution efficiently and in accord with best for data handling. practices for minimized climatic losses.

• Disaster-recovery fund: In the wake of the 2017 hurricanes, there

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Barriers Standardization of data: There is lack of standardized data collection, processing and sharing across various arms of the USVI government and its partners.

Localized data needed: There is a need for sufficient place-based data which can speak to the pain points of specific areas.

Capacity: DPNR currently requires additional capacity due to the prolonged duration of permit approval processes.

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USVI Open Data Portal An open data portal for the USVI would not only be a technological advancement, but also a crucial step towards fostering transparency, accountability, and informed decisionmaking. By providing a centralized platform for data sharing, the portal can significantly enhance the accessibility of information and foster collaboration across USVI departments.

How can an open data portal help combat climate challenges?

Beyond the immediate benefit of understanding current conditions, such as helping the frontline community by exploring the intersection of building footprints and social vulnerability scores, the open data portal has the potential to revolutionize how stakeholders, including government agencies, researchers, and the public, engage with data.

The open data portal serves as a critical tool for interdepartmental collaboration within the USVI, specifically in the context of climate adaptation. Breaking down data silos and facilitating the exchange of climate-related information among various government departments can lead to more holistic and integrated

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climate policymaking. Departments can leverage each other’s climate data to gain comprehensive insights into the vulnerabilities and risks associated with climate change, leading to more effective and well-informed decisionmaking in the pursuit of climate resilience. For instance, the availability of climate data on sea level rise, extreme weather events, or ecosystem health can enable government officials to advocate for resilient infrastructure, sustainable land use practices, and other climate-resilient initiatives.

Furthermore, the open data portal can encourage innovation and problem-solving in the face of climate challenges. By making climate data accessible to a wide range of stakeholders, including researchers, entrepreneurs, and civic technologists, the portal becomes a hub for creative solutions to climate-related issues. By tapping into the collective intelligence of the community, the USVI can benefit from a wealth of ideas, expertise, and innovative solutions that are essential for building resilience against the impacts of a changing climate.

Worldwide Open Data Portal Governments worldwide are increasingly leveraging ArcGIS Hub to build their open data portal in order to develop public projects ranging from safe neighborhoods to efficient transportation, and we believe ArcGIS Hub can be an ideal place to host datasets for USVI as well.

increase in open data sharing.

Gobernación de Cundinamarca, the regional municipality of Colombia, shares data and apps on education, security, health, and citizen engagement. In North America, governments from Brampton, Ontario, to Sacramento, California, actively share data and apps to enhance community understanding.

In Europe, a leader in open government principles, examples abound. Ordnance Survey Ireland, the national mapping agency, shares nearly 500 layers of statistical and geographic information, offering tutorial videos to visualize and analyze data. The Atelier Parisien d’Urbanisme contributes open data for Paris, while Manlleu Dades Obertes in Spain provides a portal for citizens to visualize and reuse public information, including election results and budget forecasts.

Lastly, in response to natural disasters, initiatives like Homeland Infrastructure Foundation-Level Data (HIFLD) have been pivotal. The program ensures access to reliable information for effective disaster response, as seen during Hurricanes Harvey and Irma.

While challenges persist, governments globally are embracing open data to build smarter, more responsive communities, transforming the landscape of governance in the digital age.

Across Africa, municipalities are sharing open data for local transparency and health and safety initiatives. Kenya’s open data website, relaunched in 2017, initiated a Digital Literacy Program to enhance students’ technology and data research skills.

In Asia, countries like Nepal, India, Vietnam, and South Korea are actively sharing open data.

For a full list of government agencies that leverages ArcGIS Hub to build their open data portal, please visit https://www.arcgis.com/apps/ MapJournal/ind.

South America, particularly Colombia and Brazil, has witnessed a significant

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How can we build an open data portal?

the necessary skills to handle the publication process effectively.

Building an open data portal is a multifaceted process that requires careful planning and execution.

The first step involves defining the objectives and scope of the portal.

This requires setting clear goals for the development of the online open data portal in collaboration with various departments across the USVI. Obtaining consent from these departments is essential to ensure cooperation and data sharing.

The final step in the process involves the actual development of the user interface for the open data portal. Designing an intuitive and user-friendly interface is crucial to encourage engagement and facilitate easy access to available data. The interface should be designed with end-users in mind, ensuring that it caters to the diverse needs of stakeholders including government officials, researchers, and the general public. During this step, it’s essential to consider factors such as data visualization, search functionality, and user permissions to ensure a seamless and secure experience. The user interface should also reflect the branding and identity of USVI, fostering a sense of trust and credibility among users.

Once the objectives are established, the next step involves conducting a comprehensive data inventory. This includes identifying what data is available in different departments, understanding the types of data, and determining who is responsible for maintaining and updating the data.

This thorough data inventory lays the foundation for the open data portal by User Guide: Navigating the USVI providing a clear picture of the available data portal resources.

In the context of this studio, we successfully developed a sample Simultaneously, a data publishing open data portal for the USVI workflow should be devised. This utilizing ArcGIS Hub. The user guide workflow serves as a guide for the below offers a step-by-step tutorial, data maintenance team, outlining the guiding users through the various steps to publish data on the open data functionalities and the user interface of portal. Hosting training sessions for the portal. To explore the sample USVI the data maintenance team is essential Open Data Portal, kindly visit https:// to ensure that they are well-versed usvi-open-data-portal-upenn.hub. in the procedures and equipped with arcgis.com/.

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USVI open data portal home page (Source: Studio)

This is a one-stop shop to locate datasets.

Search results (Source: Studio)

In the search bar, any user can type in the key words of their desired dataset and the website will find the result. For example, if a user types in SVI, it will show the SVI dataset available for download.

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Related datasets and downloading tools (Source: Studio)

Users can download the data directly from the site or open it in ArcGIS Online for visualization.

Dataset detail page (Source: Studio)

By clicking on the dataset, users will see information including data type, latest update time, visibility, accessibility, and view times.

Dataset page (Source: Studio) Data details (Source: Studio)

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If a user opens a shapefile-format dataset, they’ll find the data visualization on the interactive map on the right. They may also download or view the full dataset.

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Data categories (Source: Studio) Navigating the dataset page (Source: Studio)

On the dataset page, users can zoom in and out, or select a particular feature (in this case, a building footprint) by using the “Select” tool. Users can also drop a point, draw a line or an area, or find the address or place on this page. When users finish, they can create a map or story, view API resources and data sources, open in ArcGIS Online, download, or share the dataset directly.

Returning to the homepage, there are six categories of data that users can click on, including climate, Census, physical features, operational, social, and land use data. For example, when users click on “Physical Features”, it will display all available USVI data under this category.

Education section (Source: Studio) Table format (Source: Studio)

If users want to see the table format of any dataset, simply click the table icon, and a data table will show up on the screen.

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An education section shows users how to use these data in four steps, which can be beneficial for their day-to-day work. For example, if users click the developer API link under the Build icon, it will teach them how to access ArcGIS location services and make automations.

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technological knowledge gaps and the hesitancy to share data within certain governmental agencies in the USVI, the transition and training efforts will be incremental. This stepwise transformation will be communicated to the public gradually, aiming to enhance transparency by providing a comprehensive view of available data and fostering public trust and inclusivity throughout the process.

Resources and tools (Source: Studio)

The resources and tools section displays some of the key findings of the open data, and allows users to explore the permitting dashboard tool. The permitting dashboard tool shows how open data can be used in permit reviewers’ day-to-day work. Resources and tools like this will open up possibilities for users to further explore the various applications of open data.

Implementation and maintenance practices and new features as the portal plan for the USVI Open Data Portal evolves.

To implement the USVI Open Data Portal, training materials tailored to the needs of personnel involved in data maintenance will be created. These materials will guide users through the procedures for publishing data on the open data portal and will be complemented by user-friendly guides to enhance navigation. Training sessions will be conducted for the data maintenance team to ensure proficiency in the data publishing workflow. Ongoing training sessions will keep the team abreast of best 96

In the course of implementing these steps, it is crucial to maintain a collaborative approach, involving key stakeholders at every stage of the process. Regular communication and feedback loops with relevant departments will ensure that the open data portal aligns with evolving needs.

In a future phase, if the internal implementation proves successful, there is a possibility of transitioning the Open Data Portal to a public-facing platform. Acknowledging potential

in traditional systems may require dedicated personnel and infrastructure.

An open data portal, especially one utilizing cloud-based solutions, reduces the need for extensive local infrastructure and can be managed with fewer personnel, resulting in cost savings for USVI government agencies.

By ensuring consistency, the open data portal creates a standardized way of sharing information between different Benefits of an Open Data Portal departments and areas. This helps staff across USVI agencies work together and Having an open data portal can reduce makes it easier to combine different the time and resources traditionally sets of data. Going beyond mere spent on data collection and processing. data sharing, the portal enhances Traditional data collection often transparency by providing open access involves manual methods, such as to information. User-friendly tools for surveys, interviews, and fieldwork. analysis and visualization empower An open data portal allows for citizens to scrutinize government automated data retrieval, reducing decisions, fostering trust through a the need for labor-intensive manual clearer understanding of decisioncollection processes. Coordinating making processes. data collection efforts among different USVI departments typically An open data portal is essential involves extensive communication. for creating a more transparent, The portal centralizes data access, collaborative, and climate-resilient US streamlining communication and Virgin Islands. It not only facilitates reducing the time spent coordinating a deeper understanding of current data-sharing activities. In traditional conditions, but also empowers data processing, providing access to individuals and organizations stakeholders often involves distributing to actively contribute to climate physical copies or organizing meetings. adaptation and infrastructure An open data portal makes data development efforts. By breaking down readily accessible online, saving time information barriers and promoting and resources related to physical collaboration, the portal becomes a distribution and facilitating quick powerful tool for shaping a resilient access for stakeholders. Managing data and climate-ready USVI. 97

Permitting Dashboard In the dynamic landscape of regulatory processes, DPNR recognizes the need for innovation and efficiency in managing development permits.

In response to this imperative, the introduction of an online permitting dashboard is poised to revolutionize the traditional paper-based permitting system, providing not only streamlined processes but also fostering climate resilience and environmental awareness.

Why does USVI need the Permitting Dashboard?

The DPNR division of Coastal Zone Management (CZM) is facing challenges due to a surge in construction project requests in the coastal zone and shoreline areas. The increased demand, coupled with the need for guidance on flooding, erosion, and coastal risks, has overwhelmed the understaffed and technically-lacking permit review program. Furthermore, the program is grappling with shortterm opportunities for federal funding but lacks the expertise to effectively evaluate land and water permit applications, hindering the ability to protect coastal zones and implement habitat restoration projects.

To address these challenges, USVI is in need of a geospatial online permitting 98

dashboard for a more resilient coastal zone management program. This tool aims to streamline the permitting review process, aid in the design of new developments, and facilitate planning for habitat restoration and conservation projects.

The online permitting dashboard will have important key features.

Users will have access to geospatial information, including ownership and zoning details, proximity to historic districts or investment zones, Census variables, coastal and marine habitats, and geological characteristics. Hazard intensity data, such as rain or coastal flooding, tsunami inundation, and high-tide flooding, will be provided to assess the risk and vulnerability of an area. In addition, the tool will offer synthesis information, including coastal and social vulnerability scores, enabling users to gauge the overall vulnerability of an area. Users can measure distances to specific features, fostering a more interactive and tailored experience. A user-friendly interface will allow certain users, likely DPNR staff, to contribute new information to the tool, enhancing the database with details like the location of heritage trees or existing structures not present in current databases. The goal is to empower DPNR staff to evaluate applications for earth change

and marine permits, as well as make informed decisions about the location, feasibility, and prioritization of habitat restoration and conservation projects.

Guts, Watersheds, and Tsunami Zones. Additionally, we recognize the need for more localized data, such Proximity to Historic District Boundaries, Economic Development Building the Permitting Dashboard Agency Investment Zones, Flood Risk, Property Assessment, Access The foundation of the Online to Open Space, Trees in Vicinity, Permitting Dashboard begins with Access to Infrastructure, Coastal a clear definition of objectives and Geomorphology, and Habitat. These requirements. Analysis should be are datasets that can give users deeper conducted on the historical volume understanding about sites, and can be of requests for new construction used for more precise planning and projects across USVI, guidance, permit reviewing. We would also like to regulations, and best practices in encourage gathering the data that best response to flooding, erosion, and risk/ represents the environmental and legal damage/loss to coastal structures and setting, and the risk and vulnerability property, in order to facilitate a better of USVI to set up the database. A understanding of the current condition comprehensive database of resources and tool development. Workshops will be established to provide additional involving key stakeholders, such as insight. This involves utilizing NOAA CZM staff and relevant partners, will Digital Coast and partner agencies’ be conducted to collaboratively outline resources. Concurrently, CZM will specifications. This collective effort develop a worksheet facilitating ensures that the dashboard aligns with the sharing of findings with public the needs and goals of all involved stakeholders and the planning of parties. habitat restoration and conservation projects.

Critical to the success of the permitting dashboard is the availability of comprehensive and relevant data.

Recognizing this, we identified the following available datasets for the tool development. This includes official data such as the Social Vulnerability Index, Amenities, Land Ownership, Road Network, Coastal Vulnerability Index, Flood Zones,

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User Guide: Navigating USVI Permitting Dashboard

In the context of this studio, we successfully developed a sample online permitting dashboard for the USVI utilizing ArcGIS Hub. The user guide below offers a step-by-step tutorial, leading users through the various functionalities and the user interface of the online permitting dashboard. To explore the sample USVI Online Permitting Dashboard, kindly visit https://upenn.maps.arcgis.com/ apps/dashboards/e6d0704afffc48a29f15d86ffbe70452.

Need for more localized data (Source: Studio)

With a comprehensive dataset at hand, the next step involves collaboration with a contractor to initiate the tool development process. This collaborative effort ensures that the tool's design and functionality align with the defined specifications, leveraging the expertise of both the project team and the contracted developer. In the context of this studio, we built a sample online permitting dashboard for USVI, which will be discussed in detail in the following section.

To ensure the effectiveness and userfriendliness of the Online Permitting Dashboard, the tool will have a beta testing phase. Stakeholders, including DPNR staff and other identified target audiences, will be engaged with

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the tool. Feedback will be actively collected during this phase, providing valuable insights into user experience and finding any potential issues. The iterative process of gathering feedback and refining the tool will be undertaken until consensus is reached, ultimately finalizing the dashboard for broader implementation.

First Tab: Permit Application Overview (Source: Studio)

For demonstration purposes, we have created a layer/dataset that contains hypothetical permit applications. Since the dashboard is internal for DPNR permit reviewers, the first tab here effectively shows the USVI permit applications by category, including parking management, housing development, coastal development, commercial development, demolition permit, industrial development These categories are subject to change depending on DPNR’s actual permit categories. This tab shows the

information about the number of open permit applications (application under review) in each category, and the number of applications in the last seven days. All information is updated in real time, meaning this dashboard will categorize and show cases automatically, as online applications come into the system. If the reviewer clicks one of the categories, it will direct them to see all applications under the specific category they select and to proceed with review and comment.

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Second Tab: 2D + 3D Visualization of permit applications and existing conditions. (Source: Studio)

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Switch layers (Source: Studio)

Users can scroll to zoom in and out on the maps, which will move in tandem. The 2D and 3D maps are two different approaches to viewing permit applications, comparing existing assets and natural resources across the island.

For now, the layers of key amenities, floodplain, guts, and application examples are turned on for illustrative purposes to show how environmental and social factors may affect proposed development. Reviewers can turn layers on and off to get the information that is most important for their review process.

Search address or place (Source: Studio)

Legends (Source: Studio)

Users may search for an address or place to find applications or understand current conditions of a specific location. They can also change the basemap by clicking on the basemap icon.

Users can click the legend button to see all symbols and colors that represent different layers on the map.

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Sample application in floodplain (Source: Studio)

In this hypothetical, the yellow building represents the parcel undergoing a permit application. For demonstrative purposes, the shape is a simple cuboid and the height is 10 meters to represent a three-story building. In reality, the shape and height will be the actual dimensions that the applicants indicate in their permit applications.

When users zoom in, they may see the animation of waves which will alert DPNR staff that this parcel is in the floodplain. Users may also turn this layer off to show the actual landscape of the ground. By clicking the yellow building, users will find information on project number, review status (open/ closed), category, whether it is in the floodplain, zoning type, level of social vulnerability/coastal vulnerability, as well as the distance to the key amenities (schools, police stations, fire stations, hospitals, hurricane shelters, 104

Third Tab: Data Analytics (Source: Studio)

etc). Looking around, users will also see existing buildings and infrastructure, such as roads and guts around the proposed development.

This tab includes information for operation and statistical analysis. Going from left to right: In the Developments panel, users can see the number of projects that are in the review stage, in the approved/under construction stage, or in the withdrawn stage. In the Completed panel, users can see the number of closed permit applications (finished reviewing) in each category.

In the middle panels, users can see the number of open requests and the number of total applications of the year, as well as applications in each of the estates on USVI. The Resolution Time panel calculates the average time (in days) needed to complete issuing one permit. Finally, the customer review panel allows for users to leave ratings and reviews if they have feedback. All statistics here will be auto-generated based on the application layer information. This

tab is helpful for the reviewers to see the remaining work and the analytics function can be useful to write reports and draft annual summaries with quantitative evidence.

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Implementation and maintenance plan for USVI online Permitting Dashboard

successful, there is potential to transition the dashboard to a publicfacing platform. However, we recognize the existing technological knowledge To enhance mobility and accessibility, gap on the island. Therefore, we will tablets will be procured for DPNR staff. maintain the current paper-based The online Permitting Dashboard tool permit application format and proceed will then be deployed on these devices. with the transformation incrementally.

Simultaneously, tailored training By gradually training and promoting materials will be developed, covering the permitting dashboard to the public permit review and feedback processes. and making it accessible, applicants will have the option to submit their Training is a critical component of applications online. This tool can the implementation plan and will also help applicants who submit focus on DPNR staff. This initiative an application to make decisions encompasses comprehensive training about their site selection around and technical assistance tailored to vulnerability indices and climate different roles within the organizations, costs, so they will be aware of the including permit reviewers, site challenges or opportunities they are inspectors, project managers, and grant facing in new developments. By hosting coordinators. development applications online, the platform will also offer stakeholders a To ensure sustained proficiency, regular comprehensive view of the permitting meetings with users will be conducted process. This enhanced transparency for ongoing training and feedback not only nurtures public trust but collection. CZM will maintain active also ensures that crucial information collaboration with NOAA personnel, is readily available to all interested including Territory liaisons and parties, aligning with commitments to Digital Coast staff, for support and openness and inclusivity. assistance. The establishment of a feedback loop will facilitate continuous Benefits of the online Permitting improvement, driven by user input Dashboard and evolving needs. Regular updates and refinements to the tool will be The online Permitting Dashboard will made based on user feedback and empower DPNR to make informed advancements in relevant datasets. decisions by providing a holistic view of environmental and legal settings, If the internal implementation proves risk factors, and vulnerability. This tool

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not only streamlines the permitting process, but also contributes to the planning and implementation of habitat restoration and conservation projects. Additionally, the tool fosters user engagement, encouraging the input of new information to continually enhance the knowledge base about the geophysical and ecological attributes of the USVI. Transitioning from a manual, paperintensive permitting system to an online platform is a strategic move towards expediting processes. The online Permitting Dashboard enables DPNR staff to review and issue permits with increased speed and accuracy, enhancing overall operational efficiency. One of the key features of the Permitting Dashboard is its capability to show detailed parcel information. Users can easily access data on the owner of the parcel, facilitating effective communication and coordination between stakeholders.

Given the increasing impact of climate change, the online Permitting Dashboard incorporates a crucial component related to climate stress assessment. Users can now evaluate whether a particular parcel is under climate stress, providing essential information for sustainable development practices. This feature aligns with the USVI’s commitment to climate resilience, enabling

stakeholders to make informed decisions based on the vulnerability of a specific area. In addition to climate stress assessment, the Dashboard incorporates detailed information on flood risk and existing infrastructure near the parcel. Understanding these factors is vital for making informed decisions regarding land use and development. By integrating flood risk data, the platform contributes to resilient urban planning, reducing the potential impact of flooding on infrastructure and communities.

The online permitting dashboard tool, enriched with ArcGIS query capabilities, will become an indispensable asset for DPNR staff, providing a comprehensive view of habitats, infrastructure, hazards, risks, socio-economic factors, and vulnerabilities. The tool will not only serve as a catalyst for informed decision-making on development, restoration, and conservation but will also be accompanied by comprehensive training and guidance materials, including step-by-step documents and how-to videos. The resulting synergy between the online permitting dashboard and these additional capabilities marks a transformative leap toward a more resilient and informed coastal management paradigm in the US Virgin Islands.

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Conclusion

Business as usual and proposed scenario (Source: Studio)

The implementation of the Open Data Portal and the online Permitting Dashboard in the US Virgin Islands represents a significant leap forward in the modernization of regulatory processes. By integrating climate stress assessments, flood risk data, and infrastructure information, these tools not only enhance efficiency but also contribute to the territory's climate resilience initiatives. Equipping USVI government staff with the necessary

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skills and tools, we want to foster a more resilient coastal development program. These two tools are not just two technological upgrades, but also commitments to sustainable development and informed decisionmaking for the benefit of the USVI and its residents.

Beyond the permitting dashboard and the open data portal, our vision extends to the digitization of additional

USVI government systems, such as bus operations and road inspections.

The goal is to systematically transition these operations into digital platforms, fostering efficiency, and resilience across various sectors. This initiative aims to significantly decrease processing times and operational costs, contributing to a more streamlined and cost-effective government infrastructure. By embracing digital transformation in diverse facets of

governance, we aspire to enhance the overall resilience of the island's administrative processes and provide a foundation for future innovations in climate change management.

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References Front and back cover credits: USVI studio group Figure 5: https://www.nbcnews.com/storyline/hurricane-irma/hurricane-irma-survivorscaribbean-fear-they-will-be-forgotten-after-n800806 Figure 6: https://abcnews.go.com/International/us-virgin-islands-ruins-hurricane-maria/ story?id=50178300 ) Figure 8: https://coast.noaa.gov/slr/#/layer/slr/8/7230500.467311612/2076772.2684253373/14/satellite/160/0.8/2050/interHigh/ midAccretion Figure 9: https://usvi.mapgeo.io/datasets/properties?abuttersDistance=120&latlng=18.33725 5%2C-64.934148&zoom=13 Figure 10: https://opendataphilly.org/ https://www.nyc.gov/assets/buildings/html/dob-development-report.html Figure 11: https://www.nyc.gov/assets/buildings/html/dob-development-report.html https://www.nytimes.com/2018/08/21/nyregion/construction-map-buildings-department. html Hubs Around World: arcgis.com/apps/MapJournal/index. html?appid=107cac32de164b5fb7da99aceb33939c DPNR Proposal: Capacity-building for a resilient and equitable coastal zone in the USVI: decision-support tool and training for DPNR’s coastal zone management permit review program

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Port & Frenchtown 112

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Serving as the Major Gateway and Critical Asset of St. Thomas The study area for this project consists of the Crown Bay cruise terminal and cargo port and the historic neighborhood of Frenchtown. It is located on the south shore of the island, between Lindbergh Bay to the west and Charlotte Amalie to the east.

This area is critical to the economic and cultural vibrancy of St. Thomas.

Both the cruise terminal and the cargo port are major drivers of the island’s economy. The Crown Bay cruise terminal is one of two cruise terminals on St. Thomas. Owned by the Virgin Islands Port Authority (VIPA), the terminal handles all of Royal Caribbean’s cruise ships docking on the island. Since tourism makes up more than 50% of the island’s GDP and employment, the economic importance of the Crown Bay cruise terminal cannot be overstated.

Crown Bay Center (Source: Studio)

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Similarly, the cargo port is essential to the island’s economy. All goods coming to or leaving the island come through this port, and since St. Thomas is heavily reliant on imports, life on the island depends on the port’s functions.

Additionally, the port serves as a transshipment link for goods going to other Caribbean destinations, bringing added economic benefits to St. Thomas.

In the eastern half of the study area, Frenchtown is an important cultural resource for the island. One of the oldest neighborhoods on St. Thomas, it is a living piece of the island’s history.

The area has a distinct character and is

home to historic homes, several local businesses, a neighborhood history museum, and Saint Anne’s Chapel.

Cruise Ship Docking at the Bay, Crown Bay Cruise Terminal (Source: Internet)

The Crown Bay Center (Source: Studio)

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Economical Importantance for Tourism & Freight Industries

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Two Cruise Ships Docking at the Port (Source: VIPA)

The Cargo Facilities (Source: VIPA)

Tourism

Freight

Tourism, trade, and other services are the primary economic activities of the Virgin Islands. For St. Thomas, tourism accounts for over 50% of its GDP and 60% employment. The island welcomes 2 million visitors per year.

The Virgin Islands welcome over 3 million visitors per year. Among these 3 main islands: St. Croix, St. Thomas, and St. John, St. Thomas is the busiest and most commercialized because of more compatible conditions for cruise ship ports. It also has a reputation for being more upscale, with plenty of dutyfree shopping, high-end dining, and golf. And, unlike the other islands, St. Thomas has a hopping nightlife scene after dark.

While the cruise terminal plays as the gateway for tourists, the cargo facilities are the hub for freight. Crown Bay Cargo Port Facility (Crown Bay) handles containerized and general cargo. This port is a vital link to the USVI economy as most of its foods, materials, and other goods are imported. Moreover, it also serves as a trans-shipment port for cargo being shipped to many of the other Caribbean islands. In sum, an efficient and reliable port is the core of the prosperous tourism and freight industry of St. Thomas, which is also the base for the whole Virgin Islands’ economy.

Site for Future Cargo Facility Expansion (Source: VIPA)

Short of Cargo Capacity

This project will bring many benefits to St. Thomas. First, the existing port In 2020, the US Department of infrastructure is in serious need of Transportation granted VIPA $21.9 maintenance. At four decades old, the million for modernizing and expanding cargo terminal is due for restoration the cargo terminal at Crown Bay. The at baseline. Additionally, much of the project will rehabilitate several pieces of port’s infrastructure was damaged in existing port infrastructure, including the 2017 hurricanes and has yet to be the bulkhead, concrete apron, and fully repaired. Second, expanding the several cargo storage facilities. VIPA port’s cargo capacity will strengthen the will also expand the port facilities island’s economy. In addition to being eastward into a currently unused lot. able to more effectively serve the cargo This land will be used for additional needs of residents, the added capacity cargo storage facilities, including more will enable the port to handle more cold storage capacity. transshipment of goods being shipped throughout the Caribbean.

Source: https://caribbean.loopnews.com/content/millions-upgrade-usvi-marine-port-infrastructure

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Existing Land Use Due to its dual role as a cargo hub and tourism terminal, the vicinity exhibits a blend of industrial and commercial activities. Along Veteran Drive and Subbase Road, one can find a collection of vacant parcels, presently serving as parking lots or abandoned spaces.

These empty plots present promising opportunities for prospective development. Nevertheless, their positioning at the entrance casts a negative initial impression on visitors arriving from the cruise terminal.

r Veterans D

n w o Cr

d R y a B

Downtown Charlotte Amalie

Cargo Facilities

Subbase Rd

Cruise Terminal

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Building Conditions Our team assessed building conditions in the study area during a site visit and, based on visual observations, assigned rankings of excellent, good, fair, poor, and very poor. Most buildings in the study area were in either excellent or good condition, which is notable given that so many buildings across the island still show signs of damage from Hurricanes Irma and Maria in 2017.

One resident we spoke with noted that while the homes in Frenchtown are some of the oldest buildings on the island, they fared remarkably well through those hurricanes.

Frenchtown Buildings (Source: Studio)

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The buildings in excellent condition tended to be service-oriented commercial buildings such as the Crown Bay Center and several restaurants in Frenchtown. The majority of buildings in the study area were in good condition, including the single-family homes in Frenchtown.

Several industrial and commercial buildings near the Crown Bay Center were in fair, poor, or very poor condition, making them strong candidates for redevelopment.

Building Condition Map (Source: Studio)

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Storm Surge Impact Area

Storm Surge & Flood Zone Climate challenges are the most urgent and devastating problems for the port area at current stage. In the short term, flood and storm surge are the major climate challenges. And in the long term, the port is also facing the threaten of Sea Level Rise.

Storm surge impact area (Source: Studio, NOAA)

High Risk Flood Zone

If storms hit St Thomas, the port is extremely vulnerable under storm surge. Storm surge would inundate most of the port facilities and may destroy most of the infrastructure and storages, which are crucial to disaster recovery. Climate change has also brought more frequent and severe flood to the island. And the entire port is located in high risk flood zone. When heavy rainfall or high tide strikes, the port is under the risk of both coastal and stream flood.

In 30-year scenario, the port seems to be safe with only two section of the shoreline will be under high risk: the dock of the cruise terminal and the east shoreline of Frenchtown. But as global warming continues, the port is exposed to higher risk of SLR, which brings a devastating impact after 50 years. Majority of the cargo port and the east end of Frenchtown will all be submerged under sea water.

So in this part, we will propose water strategies, including strengthening coastal resiliency, upstream management and buffer zone along Veteran Dr. to defend for both shortterm and long-term climate challenges.

And spatially, our strategies will prevent both the flood from upstream and storm or sea level rise form the coast.

Beyond flood and storm surge, sea level rise is like the sword of Damocles haning over the port.

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High Risk Flood Zone (Source: Studio, NOAA)

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Sea Level Rise, 30-year Scenario

Sea Level Rise Challenge Sea level rise is a key concern within this study area for two main reasons.

First, almost the entire study area is located within 1,000 feet of the current coast line. Second, the two most critical pieces of infrastructure within the study area, the cruise terminal and the freight port, must adapt to sea level rise and the changing shoreline in order to maintain their operations.

SLR, 30-year Scenario (Source: Studio, NOAA)

Sea Level Rise, 50-year Scenario

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SLR, 50-year Scenario (Source: Studio, NOAA)

be backed up with seawater, but virtually no properties will be affected.

This means that the cargo facility upgrades and a redeveloped Crown Bay Center will have a reasonably long operational lifespan before requiring further redevelopment to prepare for further sea level rise.

The impacts of the four feet, 50-year scenario are more dramatic. While Our team considered two potential most residences in Frenchtown and the scenarios of sea level rise within the Crown Bay Center will remain largely study area: two feet and four feet of sea unaffected, the freight port and the level rise. While estimates for the rate commercial area east of Frenchtown of sea level rise vary, St. Thomas can will experience inundation. However, reasonably expect to experience two the freight port’s current expansion to feet of sea level rise within 30 years and the east will give it access to more land four feet within 50 years. It is critical that will remain unaffected with four for planning efforts within the study feet of sea level rise. Therefore, future area to consider how the coastline will development at the freight port should change in both of these scenarios. prioritize building facilities on this relatively high ground.

In the two feet, 30-year scenario, the study is minimally impacted by sea level rise. One gut in Frenchtown will

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Despite the challenges, the port still has opportunities to improve its water, land use and transportation conditions.

Ongoing Developments of the port

St. Thomas Resilience Plan (Source: DPNR)

Funding Resources (Source: VIPA)

Existing Plans as Guidelines

Sufficient Funding for Future Development

The first plan is a climate resiliency plan on watershed management, which is sponsored by FEMA grants in 2022.

This plan is developed to improve the water quality and smart development.

The cargo port also has an expansion plan to rehabilitate the existing infrastructure and expand the capacity.

This plan received $21 million from MARAD (Maritime Administration).

Crown Bay Port (Source: Studio)

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On Oct. 18th, 2023, the Port Authority made an agreement with Royal Caribbean Group (RCG on entering Private-Public Partnership to revitalize and expand the Crown Bay cruise terminal. It plans to triple the size of Crown Bay Center and add a third cruise berth.

Beyond the existing plans, the Port Authority has sufficient and diverse funding resources, which should be carefully and wisely expend. At present, the main source of fundings for the Port Authority are from the revenue through tenant rentals and user fee and disaster aid funds from Federal government. We suggest the Port Authority could utilize the fundings for climate resilient development, transportation reorganization, cargo facility expansion and pedestrian experience improvement. The existing plans and sufficient fundings will be great foundations for the upcoming development.

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What should we do to improve the port?

VISION: The port will be a resilient logistic hub for growing needs, as well as an active destination for tourists and locals. Its infrastructure will continue to be safe and efficient facing the climate challenges in the next 30 years.

Water 1. Strengthen coastal resiliency with shoreline infrastructure; 2. Encourage gut design & upstream management; 3. Build a buffer zone to protect the port from upstream flood;

Land Use 4. Develop vacant parcels for diverse commercial mixed use; 5. Renovate aging cargo facilities & expand the capacity;

Transportation 6. Invest in the multimodal transportation system; Crown Bay Center (Source: Studio)

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7. Improve intersections & build new gateways;

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Recommendations

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Recommendations

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WATER 1. Strengthen coastal resiliency with shoreline infrastructure; 2. Encourage gut design & upstream management; 3. Build a buffer zone to protect the port from upstream flood;

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1 - Strengthen Coastal Resiliency

(1) Dock Lift Up & Leeve The dock is one of the area under high risk of flood and sea level rise due to its low elevation and lack of resilient infrastructure. So here we propose to lift up the dock and add levee along the shoreline.

Sea Level Rise - 50-year Scenario

(2) Marina Protective Mangroove & Elevated Harborwalk Under the scenario of moving the marina to seaplane base, we will also propose a plan to grow protective mangrove and build up a tide gate at the marina.

SLR, 50-year Scenario (Source: Studio, NOAA)

(3) Port (3) Port Recursive Sea Wall & Tide Gate To avoid decreasing the cargo port efficiency, we choose to build recursive sea wall along the shoreline, instead of elevated sea wall. It could achieve better protection effect with lower height.

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(4) Frenchtown Natural Leeve & Protective Mangroove Currently, the east portion of Frenchtown shoreline is under high risk. Considering the natural and mountainous characteristics of the area, we proposed to build natural dam and grow protective mangrove.

(4) Frenchtown

(2) Marina

(1) Dock

Shoreline Diagram (Source: Studio)

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Frenchtown Section - Before The existing Frenchtown coastline is in lack of coastal protection besides scattered rocks alongside the shoreline and grassland with sparse plantations. There is a minor elevation gap between land and water leading towards a potential sea level rise issue within the next 30-50 years.

Frenchtown Section - After The pink highlights what we are proposing for a land reclamation. Proposing ripraps and mangroves for extra coastal resiliency. Proposing a waterfront that creates leisure space and tree canopies for seaside walk. Proposing commercial space, fostering Frenchtown businesses and economies.

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2 - Upstream Management

Open Beautification (Source: DVRPC)

Maintain Vegetative Cover Along the Guts

High Risk Flood Zone (Source: Studio, NOAA)

Upstream Management (Source: DVRPC)

Increase the Capacity of Drainage A crucial part of preventing flooding in the study area is improving upstream gut management. This can be accomplished using two complementary strategies: maintaining vegetation along the guts and increasing their drainage capacity.

Along undeveloped portions of the guts, vegetative cover will increase the guts’ ability to retain stormwater and enhance their natural beauty. Along developed portions of the guts, it is more appropriate to increase their drainage capacity to prevent flooding damage to surrounding properties. Utilizing these two strategies on a context-specific basis represents a best-of-both-worlds approach to incorporating nature-based and engineered solutions that will help protect the critical infrastructure in the study area.

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Upstream Mangement Diagram (Source: Studio)

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3 - Buffer Zone to Defend Upstream Flood

Buffer Zone Diagram (Source: Studio)

Veterans Dr

Increase the Capacity of Drainage While upstream management will reduce the risk of flooding in the study area, a green buffer zone will offer an added layer of protection. A linear bioswales on the south side of Veterans Drive will act as a line of last defense for the port infrastructure. During severe rain events, these bioswales will retain water and allow it to safely drain without impacting port operations. The vegetated bioswales will also enhance the pedestrian experience along the proposed multi-use trail described in Recommendation 6.

Veteran Drive Section, Buffer Zone on the Left (Source: Studio)

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Water Strategies As A System

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LAND USE 4. Develop vacant parcels for diverse commercial mixed use; 5. Renovate aging cargo facilities & expand the capacity;

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4 - Develop vacant parcels for diverse commercial mixed use; Land Ownership Map Another opportunity for the port is that there’re a bunch of public-owned vacant parcels for future development. Currently, the port is still facing the problem of capacity limit, including lack of storage space, aging infrastructure, and lack of tourism amenities.

As the map shows, you can see that most of the lands are owned by port authority, which are the blue ones and the government of VI, the dark red ones. And majority of the vacant parcels are located on these publicowned lands. It creates opportunities for the government agencies to develop vacant parcels for mixed land use and building new industrial facilities to increase cargo capacity.

Downtown Charlotte Amalie r Veterans D

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Subbase Rd

Cruise Terminal

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4 - Develop vacant parcels for diverse commercial mixed use; Existing Land Use Map Due to its dual role as a cargo hub and tourism terminal, the vicinity exhibits a blend of industrial and commercial activities. Along Veteran Drive and Subbase Road, one can find a collection of vacant parcels, presently serving as parking lots or abandoned spaces. These empty plots present promising opportunities for prospective development. Nevertheless, their positioning at the entrance casts a negative initial impression on visitors arriving from the cruise terminal.

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Downtown Charlotte Amalie

Cargo Facilities

Subbase Rd

Cruise Terminal

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4 - Develop vacant parcels for diverse commercial mixed use; Proposed Land Use Map For our proposed zoning map, we utilize the vacant parcel to propose mixed-use development. For the proposed zoning, we only need to acquire 3 private parcels with minimal impact and cost. Mixed-use development parcels are clustered around the Crown Bay Center. The mixed-use development will include new commercial space, office, administration and tourism services. It will help to engage the local residents into the users of the area, which will balance the usage of the space. We also propose to expand the industrial and storage land use at the cargo port. At Frenchtown, we suggest to reserve the southside mountain area, which will not only maintain the soil and protect the potential residents from climate disasters.

Downtown Charlotte Amalie r Veterans D

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Cargo Facilities

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Cruise Terminal

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Curret Site Plan of Crown Bay Center

Proposed Site Plan of Crown Bay Center For the mixed-use development at the Crown Bay Center, we propose larger module retail space on the first floor to meet the space need of a whole range of activities. The new commercial space we add is even larger than the size of the existing commercial space.

On the upper floors, we recommend office spaces with 3F and 5F two scenarios. The new office space will welcome the local residents to use the area and keep it active when few tourists visiting. We also provide 450500 new parking spaces by building a new parking deck.

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5 - Cargo Facility Expansion & Renovation

Case Study of Crown Bay Center

(Source: Sa’ada Development, Bahrain, https://www.ghe.com.bh/saada-mixed-use-development-bahrain-project)

Buffer Zone Diagram (Source: Studio)

By renovating and expanding the cargo port, VIPA can ensure the facility’s resilience in the face of sea level rise and bring increased economic benefits to St. Thomas. The property to the east of the existing port facilities is at a slightly higher elevation, so new facilities constructed there will be shielded from the effects of up to four feet of sea level rise. Additionally, expanding the cargo facilities has the potential to make St. Thomas a hub for transshipment across the Caribbean, bringing increased business and tax revenue to the island.

Case Study of Crown Bay Center

(Source: profilemiamire.com/miamirealestate/category/Mixed+Use)

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TRANSPORTATION 6. Invest in the multimodal transportation system; 7. Improve intersections & build new gateways;

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6 Transportation Redesign 6.- Multimodal Invest In the Multimodal Transportation System;

Transportation System Plan C B A A

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6 - Multimodal Transportation Redesign into right-turn lanes at intersections.

Based on available traffic data, this is likely more roadway capacity than is needed for this section of Veterans Drive. One option would be to retain all four travel lanes but remove the median and right-turn lanes. This would free up enough space for the bioswale discussed in Recommendation 3 as well as a 6-foot bike path.

Current Veteran Dr streetview (Source: Studio)

Current Veteran Dr streetview (Source: Studio)

Currently, narrow sidewalks and high speed traffic make Veterans Drive unsafe for pedestrians and cyclists. In order to make the corridor safer and more pleasant, the use of roadway space within the study area must be rethought. While driving is the most common mode of transportation on St. Thomas, an increasing number of cycling tourists and USVI’s 2020 Complete Streets Act demonstrate a growing demand for multimodal options among tourists and residents alike. In addition to adding bike and pedestrian infrastructure in the corridor, this recommendation includes a proposal for an expanded logistics route through the port that would remove truck traffic from Veterans Drive and make the corridor safer for all users.

the study area, so the images in the section show how the roadway would change in three places along the corridor. The first section is located along Subbase Road near the Crown Bay Center. Currently, this roadway includes one travel lane in each direction, as well as street parking on the north side. Under this recommendation, the roadway would be closed to cars and repurposed with a multimodal path and increased greenspace. This would create an inviting welcome road to cruise tourists and demonstrate that walking or biking to Frenchtown or Charlotte Amalie are viable options.

A traffic study would be needed to determine whether this configuration could support current traffic volumes, but if so, the proposed bioswale could be enlarged and the multimodal path could be 10-feet wide.

The final section of the corridor is the

portion of Veterans Drive to the north of Frenchtown. Currently, this section does not include a median, so there is less roadway space to reallocate.

If a four-to-three lane conversion is deemed appropriate, one travel lane could be repurposed for a multimodal path. Otherwise, there are two options.

First, use the existing six-foot sidewalk on the road’s south side for bike and pedestrian traffic, or second, route cyclists through Frenchtown. While the second option is less direct, it would be safer than cramming cyclists and pedestrians so close to the traffic on Veterans Drive. Additionally, a bike path through Frenchtown would draw tourists to the neighborhood’s restaurants and attractions.

The second roadway section is along Veterans Drive to the north of the cargo port facilities. This section includes two travel lanes in each Roadway conditions change throughout direction as well as a median that turns

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Annotated Current Veteran Dr streetview (Source: Studio)

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Section A

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Section B

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Section C

Street Rendering (Source: Studio)

Bike Path to Frenchtown

7 - Intersections & New Gateways

Gateways & Key Intersections (Source: Studio)

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Gateway 1 - Crown Bay Center

Gateway 1 - Crown Bay Center Gateway, Before

Gateway 1 - Crown Bay Center Gateway, After Crown Bay Center is the first stop for the visitors who take cruise ships to travel. However, the connectivity is poor and unfriendly for the visitors.

We proposed for adding a new welcoming gate, paving a cycling lane, and change portion of Subbase Rd. into pedestrian-only road. We also want to introduce more shades and facilities here.

Gateways and Key Intersections (Source: Studio) Welcoming Sign Case Study (Source: Water and Wellness Park Irvine, CA)

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Gateway 2 - West Frenchtown

Gateway 2 - Westside Frenchtown Gateway, Before

Gateway 2 - Westside Frenchtown Gateway, After As one of the attractions on the island, Frenchtown is currently hard to access and recognize for the tourists, which furtherly impacts on the local businesses there.

Thus, we suggest to insert welcoming icons at the gateway of Frenchtown to strengthen the recognition.

We also propose to grow more green alongside Veteran Dr.

Gateways and Key Intersections (Source: Studio) Welcoming Sign Case Study (Source: Murdoch’s Connection Bridge, UK)

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Gateway 3 - East Frenchtown

Gateway 3 - East Frenchtown Gateway, Before

Gateway 3 - East Frenchtown Gateway, After

Welcoming Sign Case Study (Source: Lollapalooza, Chicago, IL)

Similar to the westside, the boundary and entrance of Frenchtown are difficult to recogonize. So we also propose to build-up a welcoming sign here and provide more shade for the pedestrians and cyclers.

This gateway will also be the entrance and start point of our proposed bike lane.

Gateways and Key Intersections (Source: Studio)

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Intersection - East Frenchtown

Gateway 3 - Curret East Frenchtown Section Plan

Gateways and Key Intersections (Source: Studio)

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Gateway 3 - Proposed East Frenchtown Section Plan The intersection of the westside Frenchtown gateway is a joining point for multi-modal transportaion. So we try to seperate the truck route from the busy intersection on Veteran Dr. There will also be a port gate to check the trucks entering the route. For the safety of cyclers, we introduce color-paving bike lanes and prioritize the cyclers and pedestrians to cross the intersection.

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What if?

Move the Marina to Seaplane Base Advantages 1. Avoid conflict between yachts, cruise ships & freight ship routes 2. Integrate the marina with the piers at Frenchtown, foster local businesses 3. Provide space for cruise terminal & cargo port expansion

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Recommendations - Wrap Up

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Recommendations - Wrap Up

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Recommendations VISION: The port will be a resilient logistic hub for growing needs, as well as an active destination for tourists and locals. Its infrastructure will continue to be safe and efficient facing the climate challenges in the next 30 years.

Water 1. Strengthen coastal resiliency with shoreline infrastructure; 2. Encourage gut design & upstream management; 3. Build a buffer zone to protect the port from upstream flood;

Land Use 4. Develop vacant parcels for diverse commercial mixed use; 5. Renovate aging cargo facilities & expand the capacity;

Transportation 6. Invest in the multimodal transportation system; 7. Improve intersections & build new gateways;

What If? 8. Move Crown Bay Marina to existing seaplane base.

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Crown Bay Port (Source: Studio)

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Lindbergh Bay Resilience Plan 186

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Cyril E. King Airport

Lindbergh Bay

Charlotte Amalie 2.9 Miles 188

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Introduction When folks fly to St. Thomas, they arrive at Cyril E. King Airport along the south shore and are greeted by a picturesque scene lifted right from a postcard – a bay with calm, crystalline water tumbling against a sandy beach with families of all ages lounging, swimming, and playing games. There are brightly colored resorts with pristine gardens. Follow one road past those amenities plus local food options on a sunny, tree-lined street and you’ll find yourself on the main road to get to historic Charlotte Amalie to the east or beloved Brewers Bay to the west.

That picturesque site is Lindbergh Bay, a cultural, economic, and ecological haven showcasing a snapshot of what St. Thomas offers to all who make it their home.

With its coastal location on largely flat land, much of it filled for the airport runway, Lindbergh Bay displays considerable cultural and social vulnerability. In addition to a beachfront hub of culture, Lindbergh Bay is a key geography for infrastructure, with the island’s only airport and one of its main wastewater treatment facilities located on elevated land on the bay’s west side. Airport Road, the only access road to these major facilities, and to the economic and cultural assets along the bay, is in the floodway; easily overtopped in a major storm or tsunami event.

Lindbergh Bay Postcard circa. 1970s (Source: Bruce Miley)

Lindbergh Bay Postcard circa. 2023 (Source: Studio)

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Airport Facilities

Airport Road Resort Area Lindbergh Bay

Wastewater Facilities

Airport Facilities Resort Area Wastewater Facilities

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Lindbergh Bay Assets Cyril E. King Airport Cyril E. King Airport is the busiest airport in the United States Virgin Islands, servicing over one million passengers annually. The Virgin Islands Port Authority (VIPA) operates this airport as well as other airports, passenger ports, and cargo ports in the territory. Cyril E. King Airport handles a massive amount of air traffic for a facility that cannot accommodate overnight crews. VIPA is pursuing a public-private partnership that will expand the airport’s terminal, add jet bridges, modernize facilities, and split operational duties in the future. Since this airport is the first place where many visitors find themselves on St. Thomas, it acts as a gateway to the island. Its improvements promise a comfortable, appealing, and efficient experience for those arriving to the island.

Top to Bottom: Cyril E. King Airport, Cyril E, King Airport Improvement Render, and Lindbergh Bay Beach (Sources: VIPA, Studio)

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Lindbergh Bay Beach Perhaps the most definitive asset in Lindbergh Bay is its public beach, which currently extends from the bay’s eastern edge up to the riprap revetment. Resident and tourist beachgoers flock to Lindbergh Bay Beach for calm waters, breezes, and to enjoy the food & amenities that local entrepreneurs offer on the shore. It’s often the first beach that visitors see, so this plan seeks to optimize its

vibrancy. However, riprap revetment and airport development has contributed to wave and sediment dynamic changes in this part of the island, and now, the Caribbean Green Technology Center estimates that Lindbergh Bay Beach is the secondfastest eroding beach on St. Thomas.

This plan prioritizes defense of Airport Road, but opportunities to ensure long-term beach health should be considered, as well as plans to ensure the area’s viability should the beach erode completely.

Resorts Attracted to Lindbergh Bay’s natural beauty, two inclusive resorts offering over 150 rooms total sit on opposite ends of the bay: Lindbergh Bay and Emerald Beach Resorts, both owned by the same long-term operators.

The resorts have been staples of the landscape for decades, sharing the beach with the public, acting as good neighbors and stewards of the landscape. Lindbergh Bay Resort is largely elevated on rocky land adjacent to the bay, but Emerald Beach sits on the beach in the northeast corner, more directly exposed to sea level rise and flooding threats.

Former Beachcomber Hotel The Beachcomber Hotel was a longstanding resort on just under two acres between Airport Road and Lindbergh Bay Beach, operating until damages Top to Bottom: Lindbergh Bay Beach, Emerald Bay Beach Resort, Former Beachcomber Hotel (Sources: Studio, Emerald Bay Beach, Studio)

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from Hurricanes Irma and Maria rendered the property unusable. Today, it remains vacant and damaged, posing a nuisance to neighbors. VIPA owns the site and has sought proposals twice for redevelopment into another hotel, which is in keeping with the area’s character but potentially difficult given the small footprint and sea level rise concerns. This plan considers an alternative land use, one which has the potential to showcase numerous components of local culture that is simultaneously a lower impact use of vulnerable land.

Small Businesses The Lindbergh Bay waterfront is host to several small businesses, including food trucks, recreation rentals, excursions, souvenir sales, and a catering/event center in a VIPA-owned building that is popular on the weekends. These businesses serve a mix of clientele, including tourists, visiting workers, and year-round residents. Most have temporary settings, with entrepreneurs erecting 10’x10’ tents and folding tables to set up operation. This plan sees these businesses, including the modular enterprises, as an essential part of the Lindbergh Bay experience and proposes an opportunity to reuse land in such a way geared to their specific needs.

Top to Bottom: Inflatable Obstacle Course in Lindbergh Bay, Jet Ski Rentals, One Love Beach Rentals (Source: Studio)

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VIPA Park On the northwest corner of Lindbergh Bay, Virgin Islands Port Authority Park is a sunny public park with several amenities, including water recreation, basketball, and other accommodations on the waterfront. Riprap currently fortifies the park’s shoreline. Parks are excellent land uses alongside flood prone waterfronts as they can be designed to be floodable, protecting nearby assets by accepting a greater share of floodwater. This plan considers how a VIPA Park redesign can maximize its potential as a tool for coastal resiliency through changes to its rocky, revetted shoreline.

Top to Bottom: VIPA Park Basketball Court, VIPA Park Splash Pad, VIPA Park Shoreline (Source: Studio)

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Airport Facilities

Airport Road Resort Area Lindbergh Bay

Wastewater Facilities

100 Year Floodzone 500 Year Floodzone Airport Facilities Resort Area Wastewater Facilities

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Lindbergh Bay

Lindbergh Bay Floodzones (Source: Studio, NOAA)

Floodzones St. Thomas is a small, rocky island, so flooding from storm water events or coastal inundation is relatively common. Lindbergh Bay’s location along the south shore makes it an especially tricky spot for flooding.

Along the waterfront, coastal flooding can inundate the beach, exposing the beachside hotels to nuisance flooding that will grow more frequent and damaging as sea level rises. The waterfront properties and Airport Road between Sara Hill Road and Cyril E. King Airport are within vulnerable flood zones. Flooding from storm water running off the mountain in the north of the study area is also a challenge,

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Lindbergh Bay

Lindbergh Bay Tsunami Zone (Source: Studio, NOAA)

as it runs through a dense low- and moderate income neighborhood, across Julian Jackson Highway, and onto the airport’s runway and taxiways. When the airport expanded, VIPA improved the runway’s drainage infrastructure to ensure that the airport can get back online quickly after a flooding event.

Any future resilience planning in this area needs to consider the multiple and evolving flood risks Lindbergh Bay faces.

Tsunami The Caribbean is vulnerable to earthquakes and tsunami, further exposing St. Thomas to extreme flooding risk. While tsunami events are extremely rare, their impact on St. Thomas and Lindbergh Bay specifically can be catastrophic. The entirety of the Lindbergh Bay waterfront study area is located in the tsunami risk zone, meaning that a direct hit from a tsunami could decimate the waterfront as it stands today. No amount of perfect planning can save property from such a catastrophic tsunami, but careful interventions in design and land management can reduce risk moving forward.

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Lindbergh Bay

Lindbergh Bay

Lindbergh Bay 2 ft Sea Level Rise Scenario (Source: Studio, NOAA)

Lindbergh Bay 4 ft Sea Level Rise Scenario (Source: Studio, NOAA)

Sea Level Rise

At four feet of sea level rise, the danger is immediately apparent: projections suggest that the beach will be almost entirely inundated, exposing the seaside resorts to near constant flooding. Existing coastal armoring and drainage infrastructure will be overwhelmed, leading to constant backup of drainage guts and the potential for nuisance flooding that makes traversing Airport Road treacherous. Hundreds of St. Thomas residents work at the businesses on Airport Road’s end, including parcel delivery services, car rental agencies, airport staff, Port Authority officials, and more.

Sea level rise is expected to have considerable impacts throughout St. Thomas, but the impacts on Lindbergh Bay will be pronounced. Hurricanes Irma and Maria washed a substantial amount of sediment out to sea that has not returned, exacerbating the vulnerable shoreline in front of the hotels, park, and infrastructure defense structures. At two feet of sea level rise, the drainage guts that run north of the runway into Brewers Bay and south of the runway into Lindbergh Bay begin to fill with water, reducing the drainage capacity they need to keep the runway clear.

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More of the beach is permanently inundated, exposing the nearby resorts to inundation and damage during storms and high tide events.

In other words, while the existing development along Lindbergh Bay would not be inundated, it would be at immediate risk of inundation from routine disturbances that will grind activity to a halt.

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Sea Level Rise Cont.

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infrastructure will still be significant.

The following renderings, created using artificial intelligence, visualize the potential outcomes of sea level rise in two-foot and four-foot sea level rise scenarios. The view pictured is looking northeastward along the bay at the current Beachcomber property.

Significant beach erosion is expected in the two-foot scenario, but the beach itself may still be accessible. As sea level progresses to a four-foot scenario, the beach will be completely eroded and water will inundate the existing building footprint. The progression of sea level rise is expected to be gradual in the Lindbergh Bay area, however, impacts on existing infrastructure and future

AI Generated 2 ft Sea Level Rise at Former Beachcomber Hotel Site (Source: Studio)

Former Beachcomber Hotel Site (Source: Studio)

AI Generated 4 ft Sea Level Rise at Former Beachcomber Hotel Site (Source: Studio)

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Recommendations for a Resilient, Connected, Vibrant Lindbergh Bay To help Lindbergh Bay adapt to changing economic and ecological conditions, we have prepared five interventions that can be pursued individually or in concert, with steps for implementation and management.

Some projects are more involved than others, and some will be more costly than others. However, the business-asusual scenario with no interventions would lead to a fragmented Lindbergh Bay with many of its economic and infrastructural assets becoming unusable before the end of the century, which has implications for the whole territory. With these interventions, a Lindbergh Bay in 2100 and beyond is culturally vibrant, and ecologically resilient, preserving that picturesque welcome site for all who visit.

Our recommendations correspond to the following action items: Protect, Elevate, Renaturalize, Adapt, and Improve. Each action item speaks to a specific site’s needs. We will present the site, its challenges, its potential remedies, and paths for implementation.

Elevate

Protect

Adapt

Renaturalize

Reimagine Lindbergh Bay, Airport Road, VIPA Park, Former Beachcomber Hotel, Lindbergh Bay Beach (Source: Studio)

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Protect

Existing Conditions

Lindbergh Bay

This revetment slows the impact of sea level rise on the road, but threats This recommendation is a direct such as storm surge and more intense response to the vulnerability of Airport wave action exacerbated by sea level Road. As the only road connecting rise could still overtop the road. Other the critical airport and wastewater concerns include severe beach erosion facilities to the rest of St. Thomas, the throughout the base of the riprap resilience of the road is considered a revetment. Following Hurricanes Maria priority. At its narrowest point there and Irma, much of the sand at the base is 26 feet between the edge of the road of the revetment washed out, leaving shoulder and the water. Concern for the the road the most vulnerable it has longevity of this stretch of road is not been since its construction. a new concept. The riprap revetment along Lindbergh Bay serves to protect the roadway.

Lindbergh Bay (Source: Studio)

Rip Rap Revetment Airport Road pre 2017 (Source: Coastal Vulnerability Index)

Lindbergh Bay

Lindbergh Bay 4 ft Sea Level Rise Scenario (Source: Studio, NOAA) Rip Rap Revetment Airport Road post 2017 (Source: Coastal Vulnerability Index)

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Lindbergh Bay

Proposed Lindbergh Bay Breakwater Mock (Source: Studio)

Despite much of the beach having eroded, the riprap revetment is still frequented by local residents looking to access Lindbergh Bay Beach.

Residents enjoy the natural shade provided by the vegetation growing along the riprap and road shoulder.

In creating a recommendation for building the resilience of the road, it is important to preserve the amenities already provided by this area as a local gathering space. Rather than adding additional revetment and potentially limiting local access to Lindbergh Bay Beach, potential offshore protection resolutions should be explored.

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Breakwater Diagram (Source: Studio)

Recommendation The initial proposal to increase the resiliency of Airport Road is a Living Breakwater. The Lindbergh Bay Living Breakwater would be an intermittent submerged structure running parallel to the riprap revetment. The goal of the breakwater would be to dissipate wave action in storm scenarios prior to reaching the riprap revetment and Airport Road.

Breakwaters have two main functions.

The first function is as a speed bump for incoming wave action. In current conditions as waves enter Lindbergh Bay, they continue to gain momentum

until they crash or “break” on the shoreline. Intense wave energy can cause erosion and potentially overtop and inundate Airport Road. The breakwater would cause a portion of the wave to break prior to reaching the shoreline similar to a sandbar or barrier island. As waves break over the structure, they decrease in energy becoming less impactful when they reach the shore, reducing the likelihood of overtopping the roadway. The difference between the wave energy with and without the breakwater present is known as the dissipative profile. The second function of a breakwater is sediment gain. As waves move in and out of shorelines

they drop and remove sediment. The breakwater traps sediment allowing for accelerated dry beach gain. As the waves are dissipated, they also are able to take less sand with them out to sea, decreasing the rate of erosion.

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A “living” breakwater would have a third function. Certain construction types and materials allow breakwaters to act as artificial reef habitats in addition to their main functions.

While the priority of the breakwater is the protection of Airport Road, the structure itself should still function within the greater Lindbergh Bay community culturally as well. As the bay is home to economic assets such as resorts and marine excursions, building a breakwater that is able to function as an artificial reef for not only ecologic, but also economic purposes would further the profitability of a project.

Should the breakwater function as an artificial reef, snorkeling and other related activities become available at the bay.

Breakwaters are an increasingly popular concept throughout the Caribbean, with two such structures existing at the Royal Caribbean Port in Labadee, Haiti and another off the shore of Paradise Cove, Bahamas.

On St. Thomas, a breakwater was recently proposed in Morning Star Bay to the east of Lindbergh Bay. The Morning Star Bay breakwater received a permit, which was later pulled by the contractors. Nevertheless, momentum for innovative solutions for beach and infrastructure protection is present in the region, and the construction of a Lindbergh Bay breakwater would set precedent for future offshore solutions in the USVI.

Cost to Implement Across the country, governments have used a variety of funding sources for similar projects. HUD Community Development Block Grant Disaster Recovery dollars have helped places like New York improve their coastal resilience, and a grant program through the Inflation Reduction Act helped Milwaukee fund a smaller breakwater project. While NOAA’s Climate Resilience Regional Challenge program recently closed, this matching program can contribute over $1 million to selected projects. NOAA may be a key funding source for this project. The estimated cost – between $4.5 million and $6 million – is based on the estimated cost of the Morning Star Bay Breakwater project, adjusted for inflation.

Estimated Cost: • $4.6 Million to $6 Million Funding Opportunities: • HUD CDBG Disaster Funidng • Inflation Reduction Act (NOAA) • Climate Resilience Regional Challenge (NOAA)

Labadee, Haiti (Source: Royal Caribbean)

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Paradise Cove, Bahamas (Source: Elemental Solutions)

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Elevate Existing Conditions While offshore solutions, such as a breakwater, would be innovative approaches to protecting Airport Road, tried and true methods for roadway resiliency still need to be examined.

Elevating coastal streets out of the reach of the high tide and sea level rise projections is a frequent resiliency improvement across coastal regions, however, how the roadway is elevated

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is an important question. Airport Road is often characterized as being the only connector to the Cyril E. King Airport and the Wastewater Facilities. Notably, it is also the only access point to VIPA Park, Lindbergh Bay Beach, and the Resort Area. Creating an elevation plan for the road requires incorporating all key players because the road is so much more than the way to the airport for the community. For this reason, we propose three different elevation

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alternatives, each varying in resiliency and potential impact on the character of Lindbergh Bay as a whole and those who use it.

Beach, Shoulder, Road, and Pedestrian for the most resilient layout.

Airport Road is stuck between a rock and a hard place with rising sea levels to the south and airport property to the north. With the airport not moving and the ocean only getting closer, the focus of this recommendation is how to best organize the 73 feet of sections labeled

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26 ft Existing Airport Road Layout (Source: Studio)

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Alternative 1 Alternative 1 represents a simple elevation. This would involve elevating the current road within its footprint.

The shoulder would be split and expanded as abutments on either side of the road to secure it in place and guardrails may be needed along the road depending on the height of the roadway and steepness of the abutments. With many residents pulling off the road into the shoulder to access the Lindbergh Bay Beach there is a concern of accessibility issues with a simple roadway elevation. Depending

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on the height of elevation for the road there are also concerns of Airport Road becoming a foreboding object that takes away from the current character of the bay as well.

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Airport Road Layout Alternative 1 (Source: Studio)

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Alternative 2 Alternative 2 flips the Pedestrian area currently to the north of Airport Road with the Road and Shoulder sections.

In this alternative, the elevation would not change significantly, but the setback of the road further from the bay would improve resiliency. In this alternative, the new roadway could be constructed similar to a road widening allowing for fairly uninterrupted access throughout Lindbergh Bay. Additionally, the movement of the Pedestrian section from the north to

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the south of the road would connect VIPA Park to the west of Lindbergh Bay with the resort and beach areas to the east. However, if the goal of the recommendation is improving the resiliency of Airport Road, this would be the least effective alternative.

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53 ft Airport Road Layout Alternative 2 (Source: Studio)

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Preferred Alternative

greater accessibility to VIPA Park and Lindbergh Bay Beach for residents The preferred alternative is a and tourists alike. Additionally, the combination of the two previous implementation of a greenway between alternatives. It involves constructing the road and the ocean in conjunction a new elevated roadway in the setback with native landscaping would create position and moving the current a riparian buffer, further increasing Pedestrian area to the south side of the the resiliency of Airport Road in this road. In this scenario, the road shoulder alternative. The creation of a greenway would be formalized to a parallel would add up to 3.5 acres of public parking area with a staircase leading space to Lindbergh Bay and create a to a pedestrian greenway similar to a linkage that is currently unavailable. traditional sand dune beach. The new greenway area would link the east Due to the erosion of Lindbergh Bay and west of Lindbergh Bay allowing Beach, there is no easily accessible

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connection between VIPA Park to the west and the beach to the east.

Should visitors want to access either amenity they would either have to traverse the riprap, weave between parked cars, or cross the street to the unshaded pedestrian area to the north of the road. The main goal of the recommendation is to improve the resiliency of Airport Road through elevation, but the impacts of each alternative on the character of Lindbergh Bay is a relevant factor as well. Further studies and preliminary engineering would be needed to

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determine the exact height of the elevation as well as the best possible structure type as to minimize impact on the ecology of the area and airport operations.

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48 ft Airport Road Layout Preferred Alternative (Source: Studio)

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Cost to Implement Elevating the roadway, replanting vegetation, constructing the pedestrian infrastructure, shifting the road, installing lighting, and reconfiguring the drainage infrastructure will not be a small task. Nearby, the first phase of Veterans Drive redevelopment included seawall replacement, road widening, lighting, vegetation, and plaza development for a steep $45 million price tag. As the project on Airport Road covers similar horizontal distance, we anticipate that the project will cost between $25 and $45 million in full.

Lindbergh Bay

Estimated Cost: • $25 Million to $45 Million

Lindbergh Bay (Source: Studio)

Funding Opportunities: • US DOT RAISE Discretionary Grants • Bipartisan Infrastructure Law PROTECT Grant (climate reslience in

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transportation)

Proposed Map of Lindbergh Bay with set back road and greenway (Source: Studio)

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Renaturalize Existing Conditions What first catches the eye of Lindbergh Bay visitors is the waterfront’s natural beauty. The rocky cliffs, the lush vegetation, the fine sand, the calm waters. It’s a huge part of why the bay attracted some of the first hotels on St. Thomas. The best part is that the natural beauty is accessible to all, as Lindbergh Bay Beach remains a public asset for all to use. On the other side of the bay, VIPA Park offers an attractive outdoor engagement space and kids’ recreational site right on the water. To “renaturalize” Lindbergh Bay is to work with nature to help the waterfront assets, including critical infrastructure, remain usable and vibrant well into the future.

Beach erosion is a complex phenomenon with a variety of causes, not all of them necessarily bad. Some beach erosion happens when revetment and fill disrupts wave action and sediment transfer patterns. Brewers Bay is a prime example: extension of the runway further disrupted sediment transfer enough that sediment deposits formed further north, effectively “shifting” the beach up. On other parts of the island, improper sargassum management is accelerating beach erosion. Sargassum is a species of 224

seaweed that floats in large masses, washing onshore in massive clumps that release odorous hydrogen sulfide when they rot. For many entities in charge of beaches, sargassum seaweed is a nuisance to be dealt with immediately. Crews are hired to truck onto the beach, collect the seaweed, and dispose of it offsite. However, such rushed disposal can accelerate beach erosion. The equipment required to haul significant amounts of sargassum can impact and dislodge sediment, sending more out to sea. Additionally, sediment adheres to pieces of sargassum, so as seaweed is collected and hauled away, crews inevitably haul some sand away. It may be a small amount per truckload, but in high sargassum years, where beaches are hauling truck after truck after truck of seaweed away, it adds up.

On some beaches, careful sargassum management helps ensure beach health long-term. Maintenance crews at Bolongo Bay Resort spread sargassum that naturally reaches the bay onto the beach, letting sediment fall back onto the beach, and creating a dry by-product that they use to help stabilize vegetation towards the rear of the beach. This vegetation also helps provide beach stability and storm water management.

Eroded Foundation at Lindbergh Bay (Source: Studio)

Eroded Beach with Sargassum at Margaritaville (Source: Studio)

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Sargassum at Bolongo Bay (Source: Studio)

Proposed Sargassum and Beach Nourishment Area and Greenway at Lindbergh Bay (Source: Studio)

Recommendation - Sargassum

less likely to stay lodged on a beach as they are more susceptible to tidal influence. Evaluating the feasibility of such a program through a study is estimated to cost $100,000, which can be funded through NOAA Restoration Priorities of Tribes and Underserved Communities grants. Any grant program focusing on coastal resilience may prove valuable.

The implementation of a sargassum cultivation and transfer program will Sargassum presents a new opportunity. be complex, potentially involving While Lindbergh Bay does not receive partnerships between DPNR, the as much washed up sargassum as authorities which oversee public other parts of St. Thomas, it may prove beaches, and the resorts whose fruitful for beaches that will not utilize maintenance staff can perform the their sargassum to transfer some of cultivation. Hopefully, this careful their seaweed to Lindbergh Bay. In high sargassum management can minimize sargassum years, transfers may not be sending sediment to the landfill and necessary to cultivate Lindbergh Bay potentially aid other beaches with Beach, but having this infrastructure small transfers of local sand. Currently, of sargassum sharing between beaches when beach managers pursue beach may help Lindbergh Bay Beach, and nourishment, many purchase sand other beaches, enjoy the benefits that from Bermuda. Sediment that is local Bolongo Bay has with their sargassum and of the same condition, material, management. and size as sediment from the area performs best in beach nourishment projects; other forms of sediment are

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VIPA Park Basketball Court (Source: Studio) Proposed Living Shoreline, Sargassum and Beach Nourishment Area and Greenway at Lindbergh Bay (Source: Studio)

Recommendation - Living Shoreline Our recommendation leans further into VIPA Park’s floodability, offering a chance for habitat growth, stormwater retention, and managed release back into the bay to improve resiliency. The crux of this proposal is to renaturalize the VIPA Park shoreline through the construction of a “living shoreline.”

Living shorelines are common naturebased designs that use sediment refill and planting of salt marsh vegetation that could thrive, providing additional habitat and square footage for stormwater to come to rest.

The park is full of amenities. If the open space near the shoreline were extended and dedicated to capturing

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stormwater during flooding events and then releasing it back into the bay once they conclude, this could prove a strong engagement opportunity: many living shorelines offer walkways with information guides explaining what a living shoreline is, what vegetation is present, and why.

Living Shoreline Section (Source: Studio)

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Vision for a renaturalized Lindbergh Bay inlcuding Greenway, Living Shoreline, Breakwater, and Beach Nourishment Areas (Source: Studio)

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Cost to Implement To fund a living shoreline study and project, NOAA programs may prove especially attractive. Should the Climate Resilience Regional Challenge reopen, that program could prove bountiful. NOAA’s National Coastal Resilience Fund may be a better funding source, however, as this matching program has the capacity to fund dozens of projects. In 2022, the program funded 88 programs, disbursing a total of $136 million. Compared to other living shoreline projects funded, this one is slightly smaller, with an estimated total cost between $1 million and $1.3 million, with opportunities for species cultivation with the help of UVI. The National Climate Resilience Fund would contribute about 50 percent of this cost, so we project USVI’s contribution to cost between $500,000 and $650,000.

Estimated Cost: • $1 Million to $1.3 Million Funding Opportunities: • NOAA Climate Resilience Regional Challenge Grant • NOAA National Coastal Resilience Fund Mathc • UVI Marine Biology Program Partnership with DPNR VIPA Park Shoreline (Source: Studio)

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Existing Hotel Property Boundaries and Lindbergh Bay 4 ft Sea Level Rise Scenario (Source: Studio, NOAA)

Adapt Existing Conditions The Emerald Beach Resort and the former Beachcomber property on Lindbergh Bay’s northeast shore date back to the late 1950s, right around the time that the islands grew to be a popular destination for mainland American tourists. The Emerald Beach Resort continues to be a successful resort offering beach and airport access to its visitors. The Beachcomber Resort closed in 2018 following Hurricanes Irma and Maria, and the rights to the property were then transfered to VIPA. VIPA is currently soliciting offers to redevelop the property into a new 234

Emerald Beach Resort (Source: Emerald Beach Resort)

hotel or resort. At the time the resorts were originally developed, there was no conversation surrounding sea level rise or resiliency. While the beachfront properties are scenic destinations, they are becoming more vulnerable to the impacts of climate change including sea level rise and more powerful storm surges, which caused the Beachcomber Resort to close. While most of the land on Lindbergh Bay is held by the public or VIPA, the Emerald Beach Resort land is privately held. Due to this fact, updates to the Build or Land Codes are needed to facilitate resiliency on existing properties and future development.

Former Beachcomber Resort (Source: Studio)

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Recommendation In an ideal scenario, Emerald Beach Resort might retreat to the other end of its property, near the intersection of Airport Road and Sara Hill Road, or it will redevelop its buildings to accommodate extreme tidal events, storm surge, and sea level rise. This might look like the Perez Art Museum in Miami, a waterfront museum whose redevelopment necessitated elevation above the base flood level. Providing

covered parking under the hotel, with all accommodations, utilities, and amenities above, might feel like a betrayal of the waterfront resort, but guests still retain their views and access to the beach. Should VIPA pursue a proposal with a new hotel on the Beachcomber site, they can compel the developer to design the hotel to such specifications.

AI Generated 2 ft Sea Level Rise at Former Beachcomber Hotel Site (Source: Studio)

AI Generated 4 ft Sea Level Rise at Former Beachcomber Hotel Site (Source: Studio)

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Underground Parking viewable from Perez Art Museum Patio (Source: Studio)

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Cost to Implement FEMA offers up to $2 million per state to adopt safer building codes, and given that USVI maintains one building code, the scope of updates will not be massive. The Territory already maintains a rigorous building code, but a plan that is specific to USVI’s sea level rise concerns on the waterfront and an update to existing enforcement mechanisms may help Lindbergh Bay, and the rest of the island, adapt to a novel climate in the future.

Estimated Cost: • $2 Million Funding Opportunities: Annotated Sideview of Perez Art Museum (Source: Studio)

Retreat + Redevelop = Reconfigure

• FEMA Building Code Resiliency Update Grant

Key Elements for new Coastal Buildings: • Ground Level Parking • Elevated Hotel Rooms • Moving Amenities Back

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Aquatic Rentals (Left) and One Love Beach Rentals (Right) on Lindbergh Bay (Source: Studio)

Former Beachcomber Hotel Property Boundaries and Lindbergh Bay 4ft Sea Level Rise Scenario (Source: Studio, NOAA)

Reimagine Existing Conditions

beach rentals. These vendors seek to sell experiences mainly to tourists While VIPA is planning to pursue visiting from the nearby cruise port or projects that redevelop the former staying in the Emerald Beach Resort.

Beachcomber Resort site into another The other unique characteristic is the hotel use, alternative land uses based number of local visitors to the beach. on the cultural and climatological Lindbergh Bay Beach is one of the needs of Lindbergh Bay should be few beaches that does not charge for discussed. Lindbergh Bay Beach is a parking or access making it a hot spot unique area within the typology of for residents of St. Thomas looking beaches in St. Thomas. Two of the most to cool down after work or on the unique characteristics of Lindbergh Bay weekends. There are few places where Beach are the number of local visitors residents, tourists, and commercial and entrepreneurs across the beach. areas interact in the same capacity Vendors in tents and trailers line the across the various beaches. With the edge of the beach selling everything redevelopment of the Beachcomber from watercraft experiences to general site there is an opportunity to create 240

something that is rooted in positive resident and tourist experiences, supports local businesses in operation, and provides space for new businesses to gain traction in a high-traffic area.

Lindbergh Bay with additional space for artists and other entrepreneurs who offer goods, services, and experiences that all visitors can enjoy.

Additionally, with rentable vendor spaces constructed not unlike those Recommendation at Vendors Plaza, the land use will be modular in nature and floodable To improve the land use and support if necessary. The goal is to create an quality local businesses in Lindbergh area that caters to all visitors of the Bay, we propose converting the site into beach while also being less costly and a vendor market not unlike Vendors more resilient in storm situations. The Plaza in Charlotte Amalie near the vendor spaces would be strong enough legislature, but with more than just to resist high level winds, while flexible cruise tourists in mind. enough in use to have little flooding cost from potential storm surge. The As the Lindbergh Bay visitor makeup footprint of the marketplace would brings together local residents, visiting also follow the guidelines set in the workers in the aviation sector, and proposed building and land use code resort tourists, we propose the creation update and be set back closer to Airport of a vendor market with rentable space Road. Where the construction of a hotel that can accommodate the existing has the potential to separate residents food, gift, and recreation businesses in from the east side of Lindbergh Bay a 241

marketplace would create an area which all visitors to the beach can use.

Cost to Implement The Department of Licensing and Community Affairs spearheaded the previous Vendors Plaza updates and we would encourage them to partner with VIPA on development and operations of this marketplace. The 64-kiosk market improvements cost roughly $3.1 million in Charlotte Amalie, so we project that the Lindbergh Bay marketplace development could cost between $1.5 and $2.5 million for demolition, erection of 30 vendor kiosks (with room left aside for food trucks), electrification, planning, design, and construction. The vendor kiosks should generate some revenue to offset costs, but the primary motivation for this marketplace is to identify an alternative land use that is less vulnerable than a permanent hotel and provides culturally relevant opportunities for all users of Lindbergh Bay Beach.

Estimated Cost: • $1.5 Million to $2.5 Million Vendors Plaza Render (Source: Sen. Myron Jackson)

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Proposed Marketplace in Setback Beachcomber Property Boundary (Source: Studio, NOAA)

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Review of a Resilient, Connected, Vibrant Lindbergh Bay In review, we propose five different projects to improve the resiliency of Lindbergh Bay. While some projects require further preliminary engineering and feasibility studies, projects like Adapt and Reimagine can feasibly be completed in the next five years. As Lindbergh Bay continues to move into the future, these projects are meant to pay homage to the history of this gateway to St. Thomas while also preparing it for evolving climate change conditions.

Elevate

Protect

Adapt

Renaturalize

Reimagine Lindbergh Bay, Airport Road, VIPA Park, Former Beachcomber Hotel, Lindbergh Bay Beach (Source: Studio)

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