Architectural drawing of the Chapel Street frontage By Phil Wright
AT THE Bass Coast Shire Council meeting on July 19, councillors considered an application for construction of a five-storey building with 44 units and a café at 46-48 Chapel St Cowes. At first glance, this proposal appears unsuitable for Cowes. Surely, we must keep the development down to three storeys and contain the visual bulk?
In making a planning decision, however, it is essential to follow the process. First, let’s look at issues raised by the 12 objectors and the council officer’s response. The objections were predictable: lack of parking, waste management issues, noise, height and bulk, loss of neighbourhood character, vegetation and habitat, shadows, and overlooking of private secluded places.
AT THE Bass Coast Shire Council meeting on July 19, councillors considered an application for construction of a five-storey building with 44 units and a café at 46-48 Chapel St Cowes. At first glance, this proposal appears unsuitable for Cowes. Surely, we must keep the development down to three storeys and contain the visual bulk?
In making a planning decision, however, it is essential to follow the process. First, let’s look at issues raised by the 12 objectors and the council officer’s response. The objections were predictable: lack of parking, waste management issues, noise, height and bulk, loss of neighbourhood character, vegetation and habitat, shadows, and overlooking of private secluded places.
Clearly these are relevant issues and will result in a recommendation for refusal by the planners. Instead they recommended that a permit be granted. How could it be?
In voting for or against a proposal, it is the responsibility of a councillor to present a position that can be defended in the Victorian Civil and Administrative Tribunal. The key to this decision is contained in the officer’s recommendation in response to the objection that “the proposal is contrary to the existing neighbourhood character of Cowes”. The response is overwhelming:
“The Cowes Strategic Framework Plan, contained within Clause 21.08-5, encourages and facilitates the development of the Cowes foreshore precinct, which includes Findlay St, with a higher form of development. The proposed development intensity is anticipated, facilitated and encouraged by the provisions of Bass Coast Planning Scheme and more specifically the recommendations for development proposals in the precinct of Cowes.”
Suddenly, the project is viewed in a different light. Is that what our Strategic Framework says we want? How did that get passed? Who supported it? If community consultation has resulted in this type of construction, should it be accepted?
The Isle of Wight is floundering. Every year there are stories of a new buyer and the site remains a wasteland on one of Victoria’s iconic properties. We need quality. We need a bigger spend by our visitors. We need people who appreciate our natural wonders and will pay dearly for the opportunity to spend time along the coastline.
What about Cowes itself? Is it going to be choked to death by private cars? The Phillip Island Integrated Transport Strategy defines the community vision as “reducing the domination of private cars, increasing walking, riding and public transport”.
Cowes (and Phillip Island) are finite geographical areas. Melbourne’s population will double in 20 years and then double again. The south-east area of Melbourne is one of the fastest growing residential areas in the history of Australia. The Chapel Street road reserve is 30 metres wide and is expected to accommodate two pedestrian paths, two-way traffic, parking on both sides, vegetation cover (both sides) and above-ground electrical wires.
A single change was made to the five pages of conditions, requiring the power lines to be placed underground.
Is this the start of the community taking control of our destiny? We don’t see problems, we see opportunities? Can we take control now before it is too late and Cowes becomes Cranbourne? To have any chance of protecting or holding our town boundaries tight, we must accept upward growth. But it must be on our terms, making the island a better place to live and to attract tourists.
What is the essential use of the road reserve in the high-intensity growth area of Cowes? Vegetation, pathways, benches and seating. It’s starting to sound like a Promenade. What proportion of the area should we allocate to private cars?
How about a one-way road? Block Chapel Street from through traffic. Reduce speed limits, extend pathways, use chicanes, kerb extensions and even speed bumps. Massively increase native vegetation.
To date on the island there has been an attitude that we cannot control the private car despite the kilometres of traffic jams becoming prevalent. What will it be like in 20 years?
Car traffic severely impairs the social and recreational functions of public streets. The Livable Streets study by Donald Appleyard (1981) found that residents of streets with light traffic had, on average, three more friends and twice as many acquaintances as people on streets with heavy traffic who were otherwise similar in background, income, etc.
Let’s change the way we think and live. Private cars are an essential part of our lives but we live in a community of people who like to meet and greet each other.
Large developments can actually present an opportunity to improve our lifestyle.
In voting for or against a proposal, it is the responsibility of a councillor to present a position that can be defended in the Victorian Civil and Administrative Tribunal. The key to this decision is contained in the officer’s recommendation in response to the objection that “the proposal is contrary to the existing neighbourhood character of Cowes”. The response is overwhelming:
“The Cowes Strategic Framework Plan, contained within Clause 21.08-5, encourages and facilitates the development of the Cowes foreshore precinct, which includes Findlay St, with a higher form of development. The proposed development intensity is anticipated, facilitated and encouraged by the provisions of Bass Coast Planning Scheme and more specifically the recommendations for development proposals in the precinct of Cowes.”
Suddenly, the project is viewed in a different light. Is that what our Strategic Framework says we want? How did that get passed? Who supported it? If community consultation has resulted in this type of construction, should it be accepted?
The Isle of Wight is floundering. Every year there are stories of a new buyer and the site remains a wasteland on one of Victoria’s iconic properties. We need quality. We need a bigger spend by our visitors. We need people who appreciate our natural wonders and will pay dearly for the opportunity to spend time along the coastline.
What about Cowes itself? Is it going to be choked to death by private cars? The Phillip Island Integrated Transport Strategy defines the community vision as “reducing the domination of private cars, increasing walking, riding and public transport”.
Cowes (and Phillip Island) are finite geographical areas. Melbourne’s population will double in 20 years and then double again. The south-east area of Melbourne is one of the fastest growing residential areas in the history of Australia. The Chapel Street road reserve is 30 metres wide and is expected to accommodate two pedestrian paths, two-way traffic, parking on both sides, vegetation cover (both sides) and above-ground electrical wires.
A single change was made to the five pages of conditions, requiring the power lines to be placed underground.
Is this the start of the community taking control of our destiny? We don’t see problems, we see opportunities? Can we take control now before it is too late and Cowes becomes Cranbourne? To have any chance of protecting or holding our town boundaries tight, we must accept upward growth. But it must be on our terms, making the island a better place to live and to attract tourists.
What is the essential use of the road reserve in the high-intensity growth area of Cowes? Vegetation, pathways, benches and seating. It’s starting to sound like a Promenade. What proportion of the area should we allocate to private cars?
How about a one-way road? Block Chapel Street from through traffic. Reduce speed limits, extend pathways, use chicanes, kerb extensions and even speed bumps. Massively increase native vegetation.
To date on the island there has been an attitude that we cannot control the private car despite the kilometres of traffic jams becoming prevalent. What will it be like in 20 years?
Car traffic severely impairs the social and recreational functions of public streets. The Livable Streets study by Donald Appleyard (1981) found that residents of streets with light traffic had, on average, three more friends and twice as many acquaintances as people on streets with heavy traffic who were otherwise similar in background, income, etc.
Let’s change the way we think and live. Private cars are an essential part of our lives but we live in a community of people who like to meet and greet each other.
Large developments can actually present an opportunity to improve our lifestyle.