Autumn Studio: Reshaping the City-Railway Relationship

Reshaping the City-Railway Relationship

Urban Analysis and Recommendations of Site C, Cardiff for CPT910 Autumn Studio, Cardiff University

Robert Blake

Submitted January 2023

Document Navigation

Introduction

Primary Aspects

Other Key Aspect

Policy and Precedents

Analysis Overview

Strategic Design Framework

word count: 3,219

Why site C?

Site C was selected due to the dominance of railway infrastructure within the site. Being a location for transit-oriented development, this is an important feature of the site however, at the local scale, railways are generally viewed as posing negative impacts on factors such as walkability, access and safety. I found this an interesting challenge which I wanted to explore.

Additionally, I believe the presence of the railways have created four zones of distinctive characteristics within the site (described below). This provides an interesting starting-point in an area which otherwise lacks distintive features such as historic buildings.

The site also offers wide expanses of undeveloped land, such as the Adam Street car park. This is rare in inner-city locations and acts as a blank canvas for future development.

Events and shopping

Area characterised by hotels and the International Arena events space. Importantly, this area connects Site C with the city centre retail area.

Cardiff

University Campus

This area is dominated by the large University of South Wales campus building, along with student accommodation.

Capital Quarter

This area known as ‘Capital Quarter’ is a modern development consisting of student accommodation and offices. Site C

Underused public square

This zone offers large swathes of open space but currently seems very under-utilised

Location of site C in regional and policy context (OS 2021a & Cardiff Council 2016)

Central Enterprise Zone and Regional Transport Hub Site C

Map highlighting the four distinct ‘zones’ within Site C, created by the railway line (OS 2021a)

Site B

Site A

Open land and car parking is a key feature of the site

Permeability

Pedestrian Permeability

Permeability in Site C is impeded by large blocks, and the presence of the railway lines which cut across the site.

The average-weighted area perimeter (AwaP) scores for Site C, as well as across the wider 1km analysis area, are as follows:

Within site C: 731

Within 1km area: 741

Thus, permeability is slightly worse within the site, compared to the surrounding area. The biggest factor here is the railway lines.

The block perimeter map (bottom, left) identifies the largest perimeters of blocks. Reducing the size of the largest of these blocks should be a consideration for increasing permeability.

Interface catchment calculations (below) show that there are similar levels of permeability from different starting points within the site; however the best permeability is closest to the city cetre outside the International Arena.

8,181m

Capital Quarter

8,432m

International

9,135m

Interface Catchments within a 400m walkabe area from three different starting points (starred). Catchments were calculated using methodology from Dovey & Pafka (2017). Maps derived from OS (2021a)

Figure ground map with added details including roads and railway lines (OS 2021a)

Map of Site C highlighting pedestrian areas (yellow) in contrast to the surrounding built environment (OS 2021a)

Block perimeter lengths, highlighting the largest and smallest block sizes (map derived from: OS 2021a)

Callaghan Square IC=

IC=

Arena IC=

Pedestrian link from NW of site C to City Centre

Connectivity

Site C provides a range of connections locally and regionally. However, there are some key connectivity shortfalls as identified below.

Pedestrian: Below shows the limited walking routes through Site C. There are only two places to cross the East/West railway line which severely restricts connectivity.

Cycling: There is only one designated cycle route connected to the site, which runs across the south boundary. Within the site, it is not appealing to cycle.

Bus: There are few bus stops or routes within Site C.

Right: Maps provide an increased perception of connectivity and help people navigate their route.

Crucially, this is a transit-oriented site and thus is in close proximity to a number of railway stations and bus interchanges; namely Cardiff Central. Various routes exist to the station yet a lack of dedicated cycle routes impedes overall connectivity

Map showing local-scale walking, cycling and public transport connectivity (Mapbox 2022)

Map showing cycling and public transport connectivity between site C, and surrounding areas (Mapbox 2022)

Railway crossing points

Density (1)

Building height, Coverage and Car Parking

Overall, Site C has a lower density compared to its surrounding area, with a coverage of 22.1% within the site boundary, compared to 28.6% coverage within the 1km study area. In both circumstances, this is a low density for a central site within a capital city.

There is a wide spread of building heights, the tallest buildings being the Altolusso (53m) and Ty Admiral (58m), as located below.

The lower density is caused by the dominance of railway lines (which are not calculated within coverage) in addition to wide areas of open space. The lower right map shows how many of these open spaces are dedicated to surface level car parks. The quantity of car parking is an opportunity as much of this land could be converted to more valuable and inclusive land uses.

Density & distribution of car parking (Mapbox 2022)

Building height (OS 2021a, OS 2021b)

Figure ground map. Site C coverage = 22.1% (OS 2021a)

Ty Admiral Altolusso

Density (2)

This floor area ratio (FAR) map shows that while there is a low density across the site, some plots are still intensively developed, reflecting the areas of the site which involve high-rise buildings.

Across the 1km, FAR values are highest to the north-west and fall to the south-east. Site C contains some of the highest-FAR plots within this vicinity.

Site C plots with the highest FARs

Radisson

FAR = 11.06

Blu hotel (A)

Ty Pont Haearn (B)

FAR = 10.87

Formal mix

Character areas

Characterised by a mixture of large-scale buildings with low permeability

‘Character area’ study, inspired by Black & Sonbli (2019) (Basemap: OS 2021)

Of�ices

Area dominated by hotels, offering proximity to train station

Mostly traditional semi-detached and terraced housing

Warehouses, industrial and distribution units

Low-rise late-20thC of�ices, showing signs of age

Low-density car-dominated housing built c.1990

Shopping area characterised by historic buildings

Shopping centre of contemporary design

Houses converted to of�ices for small businesses

Listed building age (year)

1825-1849

1850-1874

1875-1899 1900- 1924

Listed buildings found within, and in proximity to, Site C (OS 2021, Cardiff Council 2017)

There are a range of distinct building styles across the site which can easily be grouped. Based on age, morphology and appearance, I have created the above ‘character area’ map which I feel well-reflects the nature of building styles across the site. Examples of some of these categories are shown below. The listed building map above shows a further aspect of formal mix; highlighting the lack of historic (pre-1920s) buildings in Site C.

As can be seen, most listed buildings are found in the city centre.

‘Large city blocks’

‘Contemporary workspaces’ ‘Millennium offices’ ‘Hotel quarter’

Functional mix

Site C has a range of functions, yet its predominant uses are offices and housing/ hotels. This is refected through the prominence of ‘live’ and ‘work’ functions identified on this Visit/ Work/ Live map.

Site C has few ‘visit’ locations aside from the International Arena. In particular, it lacks in shops and places to buy food. These establishments are concentrated in the city centre, but further options for office workers and residents would be valuable within the site.

Visit/ Work/ Live land uses map (Land Registry 2022, Google 2023) Legend source: Dovey & Pafka (2018, p. 26)

Categorisations of Visit/ Work/ Live (Dovey & Pafka 2018, p. 26)

Public-private interfaces

050100 25 200m

1km x 1km

Impermeable - Opaque

Impermeable - Transparent

Direct - opaque

Direct- transparent

Pedestrian setback

Car/vehicle setback

Construction site bourndary

Unclassi ed interfaces

Site C boundary

Railway lines

Public/ private interface map (Categories adapted from Wood & Dovey 2015, map derived from OS 2021)

Impermeable - Opaque

Impermeable - Transparent

Direct - opaque

Direct- transparent

Pedestrian setback

Car/vehicle setback

Impermeable - Opaque

Construction site bourndary

Impermeable - Transparent

Unclassi ed interfaces

Direct - opaque

Site C boundary

Direct- transparent

Railway lines

Pedestrian setback

Car/vehicle setback

Impermeable - Opaque

Impermeable - Transparent

This map shows the range of public-private interfaces found in the site. In comparison with the city centre, the site greatly lacks direct-transparent interfaces which provide “vitality, identity, and safety” (Wood & Dovey 2015, p. 5). In contrast, there are a range of impermeable and opaque interfaces which reduce permeability and the benefits of natural surveillance. This is offset by a range of pedestrian-setbacks which produce spaces of varied streetlife; unlike impermeable and opaque interfaces (Stevens 2019). Examples of each interface are demonstrated below.

Direct - opaque

Direct- transparent

Pedestrian setback

Impermeable - Opaque

Car/vehicle setback

Impermeable - Transparent

Construction site bourndary

Direct - opaque

Unclassi ed interfaces

Direct- transparent

Site C boundary

Pedestrian setback

Railway lines

Impermeable - Opaque

Car/vehicle setback

Impermeable - Transparent

Construction site bourndary

Direct - opaque

Unclassi ed interfaces

Direct- transparent

Site C boundary

Pedestrian setback

Railway lines

Impermeable - Opaque

Car/vehicle setback

Construction site bourndary

Impermeable - Opaque

Unclassi ed interfaces

Impermeable - Transparent

Site C boundary

Direct - opaque

Railway lines

Direct- transparent

Pedestrian setback

Car/vehicle setback

Construction site bourndary

Unclassi ed interfaces

Site C boundary

Railway lines

Impermeable - Transparent

Construction site bourndary

Direct - opaque

Unclassi ed interfaces

Direct- transparent

Site C boundary

Pedestrian setback

Railway lines

Car/vehicle setback

Construction site bourndary

Unclassi ed interfaces

Site C boundary

Railway lines

Building types

Site C is characterised by a wide variety of building styles, which has led to an incongrous urban form. As can be seen from the analysis of block types (using classifications of Dovey 2016), site C predominantly has ‘tower’ forms. These each have individualistic qualities which contribute to the lack of an overall structure and place identity.

Building plot typologies

Photographs showing contrastring urban typologies at each end of Tyndall Street, which stretches for 0.5km along the south side of Site

Tower Slab

Public spaces

Public space hierarchy and network

Callaghan Square and Capital Quarter are considered to be the most important public spaces.

There is a lack of green space within the site.

Many public spaces appear to be under-used.

Public space typology

There are various small pieces of public space, but these are not well distributed across the site. Whilst small public spaces serve an important purpose within the site, there is an overall lack of larger public space in Site C. The current effectiveness of Callaghan Square (the site’s key public space) will be assessed on pages 14-16.

Inspired by Black & Sonbli (2019)

Inspired by Carmona (2015)

Green & blue infrastructure

Across the wider 2km area, there is a relatively good level of green and blue infrastructure. Much of the green infrastructure (e.g. alongside railways/roads and in private gardens) is inaccessible, however it still provides benefits, e.g. increased biodiversity and visible greenery. The map shows the range of green space accessibility.

Within Site C specifically, there is a general lack of green space. This is concentrated to the public spaces at Callaghan Square and Captial Quarter.

Blue infrastructure is prominent in the site with the presence of the dock feeder canal. Recent development alongside the Zenith student block has capitalised upon this feature, but much of the dock feeder is inaccessible (photos below).

Blue infrastructure highlights

Opportunities for increasing green infrastructure

Sections of railway line, as demonstrated in this 3D model, provide various layers and heights where green infrastructure could be installed. Currently, such opportunities are under-utilised. Trees, and bushes could help to increase biodiversity as well as screen the railway; additionally providing a place for people to enjoy and visit.

Possible surfaces for increased greenery

Model uses data from OS (2021a)

Social mix

The key demographic group using the area are students and professionals, due to the presence of offices and student accommodation.

This map identifies the key student locations across Site C. As shown through the FAR analysis, the student accommodation plots identified have a high FAR value, reflecting the density of students living in this location.

Other social groups to consider are the homeless and refugees. Some of the hotels seem to be used as temporary accommodation (see photograph).

Distribution of student buildings in and around the site (OS 2021)

Students congregate at the front of the University of South Wales

Budget hotel appears to be used as temporary accommodation for refugees/ homeless.

Street life: Stationary activities

As analysed on page 11, Callaghan Square and the Capital Quarter are two key public spaces within Site C. Thus, these two public squares are the focus of the stationary & transitory street life analysis. Comparing these two sites enables an assessment of which public square is functioning best, and the reasons for this can be considered. The locations were both observed during a 30-minute period during a Friday afternoon. Using categories devised by Mehta (2019), the activities observed have been categorised.

Capital Quarter Callaghan Square Square

Sitting on statue steps, smoking

Skateboarding and filming Chatting and smoking on bench

Homless man occupying bus shelter Man sitting, using mobile phone Waiting at traffic lights

Homeless encapment; two men lingering

Man uses bin

Girl standing, on mobile phone

Couple sitting on bench drinking a hot drink

Café worker packs up tables and chairs

Couple stop for the man to tie his shoelaces Student appears to collect Deliveroo order

Mehta (2019)

Street life: Transitory activities

Transitory activities have been divided into walking and cycling, as observed across the two key public squares. The techniques employed for this analysis have been inspired by the work of Gehl & Svarre (2013) and Colville-Andersen (2018). Mapping data from OS (2021a).

Capital Quarter Callaghan Square

Walking routes

A key thoroughfare exists from across the Smart bridge to Tyndall Street. Users tended to be students and office workers.

Cycling routes

Cycling was noticably less popular across Capital Quarter compared to Callaghan Square during the period observed. This is despite the presence of much cycle parking and a well-stocked cycle hire station. Cyclists tended to be food delivery riders.

A range of cyclists were seen traversing Callaghan Square; including people cycling together and a BMX rider practicing tricks.

Callaghan Square is popular for walking through, rather than dwelling in. It appears to be an important route connecting residential areas (e.g. Butetown) with the city centre, and users reflect a wide demographic. Many wheeled suitcases were observed, reflecting the site’s importance for regional travel.

Walking data from Callaghan Square transcribed by computer; with line width representing number of people

Street design

Following on from the analysis of Callaghan Square’s street life, this page consideres its materiality and street design through photograph analysis. Given it seems to be under-used as a square and more as a walking route, understanding its design characteristic in more detail will help to inform future proposals.

Materiality

The paving materials are distinctive and functional. T26he red ‘block weave’ paving is indicative of its era and perhaps more timeless materials would give greater longevity.

Street art / grafitti

A wall for grafitti has been provided, presumably to contain grafitti in one place. Yet, many benches in the area have also been spray-painted; degrading the street furniture.

Lighting

Too enclosed

Callaghan Square has an attractive lighting design with distinctive uplighter designs. These also are very functional increasing safety at night.

Open/ enclosed space

Good levels of enclosure

Enclosure is important, as people have a “preference for staying at the edges of space” due to perceptions of safe (Gehl et al. 2006, p. 30). Currently many areas lack enclosure, being too exposed.

Too open

Urban crime

Crime is an issue affecting Site C. Parts of the urban design feel unsafe due to a lack of visual surveillance, opaque facades and even evidence of criminal activity such as tresspassing and grafitti (see photos).

I was interested to understand public perceptions to crime in the area, and whether these views correlated with reality. Therefore, I completed an intercept survey on the site to ascertain users’ views on safety. The maps on the next page compare the actual locations of crime, to where people think crime takes place.

Below, the survey results show a mean safety perception score of 4.8. Thus, the site feels quite unsafe currently.

Crime survey

No. of responses: 5

Safety (1-10): Mean score of 4.8

40% felt unsafe due to crime risk

20% (one person) said they saw evidence of crime

Most common crimes suggested: Muggings, vandalism, theft, drug dealing

Only 1/5 respondents was a student

2/5 respondents were female

Areas in Site C which feel unsafe

Biddulph (2007) identifies that blank walls, ground floor parking and high-rise schemes reduce vsiual surveillance, thus increasing crime opportunities. These are issues affecting site C as shown in these photographs.

Urban crime

Perceived locations for crime Actual locations of crime

Number of reported crimes, November 2022 (SWP 2023)

Survey responses when individuals asked, ‘where do you think crime most likely occurs?’ (each colour represents a different respondent - each were able to draw on a map to respond)

*The Site C boundary was not included on participants’ maps

Locational crime data from November 2022 (SWP 2023)

These maps highlight the discrepancies between where people think crime may take place, and where it does take place. Interestingly, much crime takes place in the city centre which participants did not mark on their maps.

Policy context

The local plan sets out the following key aims in its policy for the Enterprise Zone (which includes Site C). The Zone is identified in the policy context map (right)

Policy KP2(a) Cardiff Central Enterprise Zone and Regional Transport Hub

Key aims:

• Development to create ‘destination spaces’

• Enhanced pedestrian and cycle access across the railway lines

• Provision of a rapid transit bus corridor: “high frequency public transport services which will run along on-road and off-road infrastructure”

• Improve links between the arena area with Queen Street station

• Improved wayfinding, street furniture, paving and cycle parking

(Cardiff Council 2016, pp. 48 & 106)

Policy map (Cardiff Council 2016, p. 52)

Precedent review (1)

Precedents incorproating railway infrastructure have been selected, as this is a key feature of site C .

Stratford Town Centre Link, London (UK)

The Stratford bridge “forms a vital pedestrian crossing over one of the busiest sections of rail in London” (Knight Architects 2012). Its high capacity and challenging location (over many railway lines) demonstrates the possibilities in Site C which has greater space availability. This bridge provides increased pedestrian permeability and comfort. The glass panels provide a transparent interface aiding wayfinding and feelings of safety.

‘High Line’ park, New York (USA)

The High Line park in New York (right) is a reclaimed raised railway line, converted to a park along which people can walk. The integration of historic railway infrastructure is interesting. This shows how the railway does not have to be a negative feature but could be integrated more closely with people in Site C. Additionally, this highlights the opportunities for wildlife and biodiversity alongside railway infrastructure.

Knight Architects (2012)

Hudson Yards (no date)

The High Line (no date)

Precedent review (2)

Liziba Metro Station, Chongqing (China)

Waverley Arches, Edinburgh (UK)

Above shows a metro station at the 19th storey of a residential building in Chongqing, China. This challenges the preconception that buildings should be distinct from railway lines. Building over railway lines could be possible in Site C.

In contrast, the railway arch development in Edinburgh shows the opportunities of space beneath the railway lines. Here, various businesses have been located beneath a raised road, creating permeabledirect frontages, benefiting street life, social mix and economic activity.

Criss (2017)

Senior Architectural Systems (no date)

SWOT analysis

The below analysis identifies the key strengths, weaknesses, opportunities and threats based on the analysis of primary issues.

Canal Car ownership Student population

Capital Quarter redevelopment

Large block size

Urban crime

Design vision & objectives

Design vision

To create a well-connected, city centre location, providing reasons to visit for a wider range of people. The presence of railway lines will be embraced to create distinctive zones for greater place identity.

Design objectives

• The railway lines currently pose a challenging obstacle reducing connectivity

• There are limited crossing points over the railway lines

• The presence of large roads and car parking, along with railway lines, hinder walkability.

• There is a strong focus of land uses towards students and professionals.

• There are a limited number of public spaces and very few green spaces.

• Callaghan Square is under-used

• Railways, roads and car parking currently dominates the site

• Regional characteristics across the site provide identifiable features and character.

• Blank interfaces, and lack of surveillance are a current cause of crime concerns.

1. Address site disconnection

2. Improve site walkability

3. Improve the area’s appeal to different social groups

5. Reduce the dominance of travel infrastructure

4. Provide more attractive and versatile public spaces

6. Retain character features of the area for a strong identity

7. Increase the area’s sociability as an anti-crime measure

Provide more pedestrian and cycling routes across the railway lines (objectives

1 2 345 8

Locations for interventions

1, 2, 4)

To solve the problem of disconnection across the railway line, more pedestrian and cycle crossings are proposed across the railway, as shown on the map. One of the north-south bridges should provide high levels of capacity like the Stratford Town Centre Link (p.20).

Furthermore, a new ‘Metro’ station could be built at the centre of the site to increase connectivity. This location could capitalise on existing multistorey parking and the design could integrate the existing blue infrastructure.

Opportunity to integrate blue infrastructure in station design Could incorporate existing parking into integrated park and ride

Proposed new pedestrian crossing

Existing pedestrian crossing to be improved

Possible Metro station location

Possible location for a new Metro station, providing access across the railway line. Exitsing plans by Transport for Wales (inset) show that new stations are planned between Queen Street and Cardiff Bay.

Design Strategies

2

Increase variety of land uses, including places to eat (objective 3)

3

345 7 8

The land-use mix should be increased, providing places for people to visit, in particular cafés and restaurants. Currently these uses are concentrated in the City Centre (NW of site). In contrast to the Live/ Work/ Visit map, here some locations for potential food outlets have been identified.

Other ‘visit’ locations should be considered including shops, a community centre or public library, sports facilities and more public outdoor space.

Create a finer urban grain by providing walking links through large buildings, and reducing block sizes of new developments (objectives 1, 2)

45 8 9

Buildings such as the University of South Wales and the International Arena (pictured) are examples of such blocks and should be modified to allow the public to walk through these buildings for more direct access. In the case of the Arena, this site could be redeveloped to be made more permeable.

New developments should be built according to this principle of small block sizes.

Design Strategies

5

area distinctiveness

(objectives 3, 4, 6)

As identified through the analysis, the railway walls can be a negative feature to the site with regards to impermeable-opaque interfaces, and decreasing safety perceptions. Using spaces under the railway lines would be a way to reduce their intrusiveness, as demonstrated in Edinburgh. Rather than problematising the railways, this is a chance to embrace the opportunity they bring. Furthermore, this plan would also help to achieve design strategy 2; providing places for ‘visit’ locations.

9

Green infrastructure should also be improved along the railway lines as discussed on page 12. Santos y Ganges (2011) explains the benefits of cleaning up railway infrastructure, integrating green infrastructure and developing edges of the railway corridor, to minimise the railway’s intrusiveness.

Creatively use transport infrastructure including the railway line walls to increase green infrastructure, provide business opportunities, and create

Potential for conversion of Site C’s railway wall (above) into an active, commercial space as in Edinburgh (below) (Senior Architectural Systems, no date)

Potential location for creating business space beneath the railway lines (photograph location indicated ‘A’ on map)

Creation of business space under railway lines

Design Strategies

Consolidate car parking to reduce its intrusiveness, and convert space back to people

(objectives 2, 4, 5, 7)

There is currently a high density of car parking across the site. To create a more walkable site and to provide space for new public spaces (such as parks or squares), car parking must be reduced. The below map identifies current surface-level parking which should be repurposed.

Existing car parks to be repurposed.

Site C boundary

Legend Buildings

Buildings with internal parking (e.g. multi-storey)

Surface-level car parks

Car parks to be repurposed

6

7 8

9 Improve connections to existing public spaces within and outside of the site (objectives 1,

2, 5)

Whilst new public spaces are desirable within the site, consideration should first be given to existing spaces; in particular how they are connected within the site. Improved walkability across the site by reducing the impact of roads and railway lines (strategies 1 & 5) will first help this. Additionally, signage should be provided to direct people to public spaces. Furthermore, a clearer hierarchy of public spaces will help users navigate to the most suitable public space for their needs. Currently, the similar sizes of public spaces in the site (with the exception of Callaghan Square) causes a lack of individual appeal in each case.

9

Reinvigorate under-used public spaces, and create new public spaces with a clear use vision (objective 5)

There is evidence through observational analysis that many of the public spaces in Site C are currently under-used. In particular, Callaghan Square (below) which lacks a sense of purpose and is mainly used for travelling through (p.1415). Giving such spaces a sense of purpose is needed. For example, combining the square with food vendors (as suggested in strategy 2) would give this space a purpose of a place to eat.

‘Reinvigorating’ spaces also requires the built design to be of high quality. As explained by Gehl et al. (2006), differing levels of enclosure are needed to encourage people to dwell in a place. Therefore, new public spaces should not be too open and exposed.

Existing public space hierarchy

Design Strategies

Create distinctive features of each ‘quadrant’ within the site, to improve legibility and place-making (objectives 1, 2, 6)

9

The railway lines dividing the site create an opportunity to define each ‘quandrant’ (identified on the map, left) with its key character (analysed right). Creating a level of distinctiveness in terms of design language within each area will help users of the site orient themselves.

Materiality, block size and form, and land uses, are key factors which can help provide distinctiveness to each part of the site. For example, the south east corner (green, left) is characterised by offices and student accomodation. This should be distinguishable from the blue zone which has more of a leisure focus. The built form and design should reflect these characters.

Eradicate walking routes with no visual surveillance, and improve street lighting and navigation for night-time activity (objectives 2, 7)

Biddulph (2007) identifies the lack of safety caused by routes without visual surveillance, and Wood & Dovey (2015) explain the lack of street vitality caused by opaque and impermeable interfaces. Many such places exist in site C as shown right. Street lighting should be installed in areas which have a lack of surveillance, as has been shown to be successful in Callaghan Square (p. 16).

Places with no visual surveillance should be redesigned. In the case of the walkway (far right), the creation of railway arches will help convert this interface into active-transparent.

This portfolio has assessed the design characteristics, strengths and weaknesses of Site C, as well as suggesting design objectives and strategies.

This project takes on a different approach to the railway lines that dominate the site. Rather than problematising and shielding these lines, the strategies aim to make use of the distinctive features of railway infrastructure. For example, the railway lines will be built underneath to create business spaces (strategy 4), and the spaces created by the lines will help inform area characteristics (strategy 8).

It is believed that these proposals will help to acheive a ‘well-connected, city centre location, with reasons to visit’ - as set out in the design vision.

References

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Ordnance Survey (OS). 2021a. OS MasterMap® Topography Layer [GeoPackage geospatial data] (updated: 23 June 2021). Available at: EDINA Digimap Ordnance Survey Service https://digimap.edina.ac.uk [Accessed: 21 December 2022]. Ordnance Survey (OS). 2021b. MasterMap® Building Height Attribute [CSV geospatial data] (updated: 2 September 2021). Available at: EDINA Digimap Ordnance Survey Service https://digimap.edina.ac.uk [Accessed: 18 January 2023].

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