Lincoln Townscape Assessment. Central Station Inherited Character Area Statement

Lincoln Townscape Assessment Central Station Inherited Character Area Statement JULY 2008 Page 2 of 16

Table of Contents Page Overview 2 Historical Development 3 Urban form 4 Views 9 Condition of Buildings and Streetscape 9 Use 9 Relationship to City and Surrounding Areas 9 Key Townscape Characteristics 9 Appendix 1: Character Area Attributes 11 Appendix 2: List of RAZs 12 Appendix 3: List of Monuments 13 Appendix 4: List of Ecological Sites 14 Appendix 5: Historical Components which influence the current character 15 Page 3 of 16

Overview Containing well-connected roads and Lincoln s only passenger railway station, Central Station Character Area is an important east/west transport corridor and arrival/departure point for the city as a whole. The area has a strong east/west orientation throughout, with buildings and road/rail infrastructure sharing a common orientation similar to that within other Character Areas along and off High Street. Much of the area s urban form is associated with the integration of the Great Northern Railway station into the pre-existing Early Industrial townscape, and subsequent urban growth in the Post-Railway Expansion Period. However, some earlier elements and features survive including the route of the former Roman road in the alignment of High Street, the line of a former medieval burgage plot that forms the southern boundary of the Character Area, and the culverted route of Sincil Dyke that flows beneath the Character Area. Building density in the Character Area is low, with buildings limited to Central Station and a cluster of 19 th -century buildings along the north side of St. Mary s Street. There is an open sense of enclosure throughout most of the Character Area, which heightens towards High Street, where buildings and the railway station help define a broad public square. There is a horizontal emphasis throughout much of the Character Area, with long and low linear features and open areas such as walls, car parks, roads and buildings. Central Station is a landmark building in the area, and is set back from the road facing a deep forecourt with car parking. The station is built in the Tudor revival style, and comprises a main two- to three-storey entrance building, a three-storey tower and two single-storey wings to the east and west. The station and much of its associated infrastructure is built of yellow brick, which is a distinguishing feature in the southern half of the Character Area. The station forecourt is surfaced with red block paving and is bound to the north by a line of mature trees. Open car parks to the east and west of the station are surfaced in tarmac and are defined by yellow brick walls in English Bond with some surviving cast-iron railings. The eastern car park is crossed by a doglegged footbridge, which includes an older cast-iron section with solid iron parapets to the south, which is an important and well-used access route to the south. There is a large amount of railway infrastructure within the Character Area, much of which is original, including large areas of open track and sidings, a part cast-iron footbridge in the east, and a yellow brick signal box in the west. Commercial properties along the north of St. Mary s Street mainly date to the 19 th century, and are mostly individual buildings, except for a short row of terraced shops. Buildings are two to four storeys in height, and range from a single bay to 8/9 bays in width. Properties are built of small-scale materials including brick, and are located at the back of the footway (except 11a) facing the street. Properties have active frontages with doors and windows looking out on the footpath. Roofs are in slate and pitched, except on extensions, and are gabled or hipped with shallow plain eaves and verges. Shop fronts have low solid-to-void ratios at ground-floor level, with wide windows separated by narrow wooden mullions, low stallrisers, deep fascias, and doorways with partially glazed doors. The style and extent of decoration on buildings varies, and includes elaborate shop fronts incorporating first-floor canted wooden bay windows set beneath deep eaves, stone dressings on window surrounds and recessed doorways, and some loose classical-style decoration. St. Mary s Street is three to four lanes in width, but mostly functions as a wide two-lane road due to bus stops and a taxi rank on the north and south sides of the street respectively. Oxford Street is two lanes in width. Both roads become one-way around the traffic islands in the centre/north of the Character Area. There is a large variety of street furniture, which includes a number of benches within and around the station forecourt, tall modern street lamps, and road infrastructure including large signs, pedestrian crossings, cast-iron and concrete bollards, traffic lights and steel pedestrian fencing. Varied street furniture and paving materials produce a cluttered and incoherent street scene. A large proportion of the Character Area consists of open space, much of which is within the station compound. The remainder is mainly public space, including the large station forecourt, wide pavements and the broad carriageway of St. Mary s Street which help define a broad square in part. Tree cover and vegetation in the Character Area are limited, and include small areas of planting and the east/west line of trees running from the church of St. Mary le Wigford to the far east of the Character Area. Views within the Character Area are mostly confined to east/west views along St. Mary s Street and the railway lines. Views to the west are dominated by Wigford House and the NCP multi-storey car park. Views to the east are confined by Pelham Bridge. The Character Area is well connected with High Street to the west and Sincil Street to the north. In contrast, the eastern and southern boundaries of the area are poorly connected due to the largely impermeable boundaries of Pelham Bridge and the train Page 4 of 16

station compound respectively. As a result, the footbridge over the railway lines in the south east of the Character Area is a wellused and essential access point. Historical Development The townscape of Central Station Character Area is strongly influenced by the incorporation of a city railway station into a preexisting urban area during the Post-Railway Expansion Period [1846-1868 AD]. The effect of subsequent investment and growth in the immediate vicinity of the station remains observable in the surrounding buildings and streets. Up until the end of the Early Industrial Period [1750-1845 AD], the Character Area mostly consisted of burgage plots leading off High Street and fields to the east. High Street itself, part of which forms the western boundary of the Character Area, follows the alignment of Ermine Street, a significant road constructed during the Roman Military Era [60-90 AD]. High Street overlies a slightly earlier Roman causeway that crossed wetland in the Witham valley floor, and later provided the foundation for settlement south of the river during the Roman Colonia Era [90-410 AD]. Wetland either side of High Street, including within the Character Area, was consolidated in successive stages between the Roman Military Era and Early Modern Period [1350-1750]. Evidence for the area s former wetland location only consists of the culverted route of Sincil Dyke, which runs diagonally east/west beneath the surface of the Character Area. The watercourse, which possibly dates to the High Medieval Era [850-1350 AD], may have previously served as a defensive feature around the lower part of the city, as well as aiding drainage of wetland in the river valley. Figure 1 Footpath along the northern side of St. Mary-le- Wigford Church The High Medieval Era [850-1350 AD] saw the city emerge from a prolonged phase of decline. The current High Street was reestablished roughly along the route of the former Roman road, providing a backbone for residential and commercial development along its length. Former burgage plots probably date from this period. The southern boundary of the Character Area between Sincil Dyke and the Tentercroft Street car park public toilets follows the alignment of a former parish boundary. During the High Medieval Era, a number of churches were built along High Street, including St. Mary le Wigford, the churchyard of which forms part of the western boundary of the Character Area. The northern boundary of the Character Area is defined by the rear plots of properties along St. Mary s Street and, further to the east, by St. Mary s Street itself and Oxford Street. From the Early Modern Era [1350-1750 AD] St. Mary s Street, which was originally called St. Mary s Lane, was an important easterly entrance to the south of the city. It originally crossed Sincil Dyke at St. Mary s Bridge just east of the current Oxford Hall student accommodation. During the Early Industrial Period Sincil Dyke was re-cut slightly to the east, requiring the relocation of the bridge to the point where the current railway footbridge steps meet Oxford Road. During the same period, if not before, shops and houses, such as those surviving at numbers 1-5 and 15-16, were constructed along both sides of St. Mary s Street, which was much narrower than it is today. Houses were originally set back from the footway, as shown by the surviving properties at numbers 15-16 St. Mary s Street, and by number 11a, the shopfront of which has been extended to the south in the line with buildings constructed in the Late Victorian/Edwardian Period. A small walkway known as Wigford Place lay between St. Mary le Wigford s churchyard and the rear of properties along the Page 5 of 16

south of St. Mary s Street. The alignment of the former pathway only remains observable as the northern boundary of St. Mary le Wigford s churchyard. Lincoln s growth during the Early Industrial Period required the construction of new road infrastructure including Oxford Street, which joined with Pelham Street, linking the south of the city with the new Canwick Road and Melville Street. Only a short straight section of the original alignment of Oxford Street survives in the south east of the area; however, the original line of the road continues in the northern boundary of the railway compound as it nears Pelham Bridge. Figure 2 Buildings along the norther side of St. Mary's Street The arrival of the Great Northern Railway Line in 1848 and the building of the current station dramatically altered the character of the area, and entailed the demolition of buildings, the re-routing of roads, and an initial phase of culverting of Sincil Dyke beneath the newly laid railway lines. The main station building, signal box, footbridge, platforms and lines, remain largely in their original 19 th -century layout. The deep forecourt directly in front of the railway station was laid out alongside the main station building, but was shortened slightly by the widening of St. Mary s Street in the Late Victorian/Edwardian Period. The forecourt has often been used for public functions, in particular the parading of troops about to embark on or returning from active service. The widening of St. Mary s Street also entailed the demolition of properties along the south side of the carriageway. The current car-parking enclosure to the rear of St. Mary le Wigford s church was created shortly after the opening of the station. The car parking area immediately east of the main station forecourt was formerly the site of a Methodist church and terraced housing, and then, during the Late Victorian/Edwardian or Inter-War Period [1920-1945 AD] of two additional railway lines. The additional lines were decommissioned in the Modern Period [1968-2009 AD] and the land was set aside for additional car parking. The former club at 11 St. Mary s Street was constructed in 1967 to help cater for the expanding population of the city, and was converted into the Barbican Hotel a decade later. During the Inter-War Period the Character area appears to have changed very little, with the exception of the construction of commercial offices at 12-14 St. Mary s Street. Large-scale re-organisation of the road infrastructure during the Post-War Period [1946-1966 AD] has overwritten the earlier townscape along the north-eastern edge of the Character Area. Pelham Bridge was opened in 1957 and entailed the reorganisation of adjacent road infrastructure and the further culverting of Sincil Dyke. Norman Street, which followed a different route in the 19 th century, was enlarged and diverted to its current route leading to the northern end of Pelham Bridge. Numbers 17-19 were built on the junction of the new Norman Street and St. Mary s Street. The southern end of Oxford Street was diverted beneath the new flyover. The road layout created a number of islands, including the site of the car park off Oxford Street and the site of Oxford Hall student accommodation. Urban form Central Station Character Area is located in a flat area of land in the lower city centre at the base of the Witham valley. The south Page 6 of 16

of the area is taken up by Lincoln s only passenger railway station, Central Station, and its associated rail infrastructure. In the north, the Character Area includes Late Victorian/Edwardian buildings along St. Mary s Street and open car parking areas to the north of the station. The Character Area is one of the city s principal arrival and departure points, and St. Mary s Street is a busy thoroughfare for both cars and pedestrians The Character Area has a strong east/west orientation throughout, with the station building, railway tracks, roads, and buildings along St. Mary s Street sharing a common orientation similar to that within other Character Areas along and immediately off High Street. The majority of the area is incorporated into a single urban block containing the railway station, platforms, car parks and tracks. However, buildings along the northern edge of the Character Area form part of a small urban block defined by shops and buildings extending along High Street and Sincil Street. The size and shape of building plots varies from large plots containing the station building and associated infrastructure, to smaller and narrower individual plots along St. Mary s Street. Overall building density in the area is low. Buildings vary in scale from the wide horizontal station façade to single-bay shop frontages, which, although individually vertical in emphasis, combine to form a strong horizontal building line along the north of St. Mary s Street. Building height is reasonably consistent, and varies between two to four storeys. The sense of enclosure within the Character Area increases towards High Street, where Central Station including its forecourt, the church of St. Mary le Wigford, and buildings along the north of St. Mary s Street combine to help define a broad square. During summer months, the sense of enclosure is heightened by mature trees along the northern edge of the station forecourt. Central Station is a landmark building in the area, and is set back from the road with a deep forecourt. The station is built in the Tudor revival style and comprises a main entrance building, a tower and two wings to the east and west. The station and much of its associated infrastructure (e.g. curtain walls, signal box, platforms) is built of yellow brick, which is a distinguishing feature in the southern half of the Character Area. The station building itself has brick laid in Flemish Bond with stone dressings around windows, doorways and on plinths and quoins. Figure 3 Main entrance to Central Station Windows are vertical and are mainly multi-light casements with stone mullions, transoms and hoodmoulds. Steeply gabled slate roofs have ridgelines running parallel to the forecourt and low stone-coped brick parapets. Shouldered gabled extensions project to varying depths into the forecourt either side of the main entrance and at the far ends of each wing. There are tall hexagonal brick chimneys, with projecting stone courses, located on the ridge or sidewall. The station main entrance block is six bays in width and two storeys in height, with a three-storey tower to the east. In the centre, two Tudor arched doorways are flanked by windows beneath a hipped glazed canopy. The east gabled wing has a canted oriel window above a modern ground floor window. Both wings have high solid-to-void ratios, with few windows or doors facing the forecourt. The tower has a crenellated parapet with square corner turrets and a steeply-pitched pyramidal roof. The walls of the tower are decorated with a chamfered stringcourse and lancet windows. The platforms in Central Station are surfaced in tarmac/bitumen and are covered by modern part-glazed part-corrugated steel Page 7 of 16

canopies supported by steel girders, with white wooden fret-cut fascias. The platform building opposite the main station is of comparable style, being single-storey and built of yellow brick with stone dressings. The south platform is accessed by a single span lattice girder footbridge constructed in wrought iron with stairs at each end. Two modern lift shafts built in yellow brick with stone quoins and steeply-pitched pyramidal roofs abut the eastern ends of the pedestrian bridge. There is a sense of open space within the station, with views along the tracks, although the area remains within the wider station compound, defined by the station building and boundary walls to the north and the high red-brick wall along the southern edge of the area. Car parks and the station forecourt are located to the north, east and west of the main station building, providing a sense of space and contributing to a low building density. The station forecourt stretches from the main station façade to a line of cast-iron post and rail railings and mature trees bordering St. Mary s Street. The forecourt has deep 3-5m pavements paved in concrete slabs, and a large car parking area surfaced in red-brick paving. West of the forecourt is a small tarmac car parking area bounded by a low yellow brick wall in English Bond with stone coping, blue industrial brick string course, and cast-iron railings. A larger longstay tarmac car park to the east of the main station entrance is demarked by a high yellow brick wall built in English Bond, with blue industrial brick ashlar plinth and stone coping. A single-storey red-brick outbuilding with shallow hipped slate roof and vertical multi-paned sash windows is located in the south west of the car park. Further to the east, a modern brick building in poor condition is located adjacent to the car park wall overlooking Oxford Street. The car park wall, which forms a strong line in the east of the area, incorporates steps to a pedestrian footbridge. The bridge is in two parts forming a dogleg, and includes an older cast-iron section with solid iron parapets to the south and a more recent metal open framed structure to the north. Figure 4 Access stairs to railway footbridge in the east of the area The signal box in the far west of the Character Area is constructed of yellow brick with a slate roof. The building has sash windows with stone sills and lintels above a dentilated platband. The gabled roof has plain bargeboards, turned spike finials and fleur-de-lis ridge cresting. Gable ends have vertical timber panelling and narrow horizontal windows at the top. The signal box has a small western extension, constructed in the same style as the original. Buildings along the north of St. Mary s Street mainly date to between the Early Industrial and Late Victorian/Edwardian Periods, and consist of a number of shops and commercial buildings, the most prominent of which is the Barbican Hotel. The majority of properties appear to have been built individually, except for the row of terraced shops at numbers 1-5 St. Mary s Street, and numbers 15-16, which are part of an earlier row of Early Industrial terraced houses. Properties vary in scale and form, and are built of small-scale materials including brick laid in English or Flemish Bond. Buildings are two to four storeys in height and range from a single bay width to eight bays in width, the largest of which are the Barbican Hotel and numbers 12-14. Buildings are located at the back of the footway and form a fairly continuous building line, with the exception of numbers 15-16, which are set back from the footway with a small forecourt defined by a low concrete wall. Buildings face the street, and have active frontages with doors and windows looking out on the footway. However, on the south side of the street buildings have inactive frontages except for the main entrance to the station. Page 8 of 16

Figure 5 Barbican Hotel facing Central Station on the northern side of St. Mary s Street Shop fronts have low solid-to-void ratios at ground-floor level, with wide windows separated by narrow wooden mullions, simple loosely classical style pilasters, low stallrisers, deep fascias, and doorways with partially glazed doors. Upper floors have comparatively higher solid-to-void ratios, with vertical casement windows, except numbers 1-5, which have wide first-floor bay windows. Windows on buildings other than shops are mostly vertical wooden sliding sash windows with single or multiple panes. The style and extent of decoration on buildings varies from plainer buildings, such as numbers 6-10, and 15/16, to more elaborate shop fronts such as the repeating pattern of ornate first-floor curved wooden bay windows set beneath deep eaves on numbers 1-5, which have turned mullions and curved glass windows to the sides. Decoration on other buildings is more individual, such as that on the Barbican Hotel. The hotel has stone dressings on window surrounds and recessed doorways, including the detailed stone arch over the main entrance, which is masked by the modern Perspex porch. In addition, the extension to the east has a stone balustrade, Gibbs-style window surrounds, and a domed glass roof. The NFU building (number 12-14) to the east is simpler and loosely classical in style, with square brick engaged columns, and coursed stone at ground floor level, stone parapet and pediment. Numbers 15/16 have Dutch-style gables facing the street, and have been rendered and painted white. Page 9 of 16

Figure 6 ornate first floor bay windows above shopftonts at the east end of St. Mary's Street Roofs on properties along St. Mary s Street are of slate, and the majority are gabled with the exception of the NFU building and the Barbican Hotel which are hipped, or flat where the latter building has been extended. Eaves are generally shallow and plain or have simple decoration such as the bracketed eaves on the Barbican Hotel or the stone cornice/parapet on the NFU building. The deeper eaves on 1-5 St. Mary s Street are likely to have been extended to cover the first-floor bay windows when they were added. The sides of buildings have plain closed verges. Chimneys occur on a small number of buildings (e.g. 8 and 9 St. Mary s Street), and are short brick-built stacks passing through the ridgeline, with some oversailing brick or stone courses and clay pots. The remainder of the Character Area consists of the carriageways and footways of St. Mary s Street and Oxford Street. St. Mary s Street is a busy east/west thoroughfare in the city, and is a key characteristic of the area. The road is three to four lanes in width, but mostly functions as a wide two-lane road due to bus stops and a taxi rank on the north and south sides of the street respectively. Oxford Street is a comparatively smaller road of two-lane width. Both roads become one-way around the traffic islands in the centre/north of the Character Area. Roads are surfaced with tarmac, and have wide 2-4m concrete paved pavements with concrete kerbs. Some wider areas of pavement are located around the station and St. Mary le Wigford church, parts of which are used for motorcycle and bicycle parking. Access points to car parks off the station forecourt are surfaced with pink granite or basalt sets. There is a wide variety of street furniture, including a number of benches within and around the station forecourt, tall modern street lamps, and various road infrastructures, such as large signs, pedestrian crossings, cast-iron and concrete bollards, traffic lights and steel pedestrian fencing. The wide variety of street furniture and paving materials produces an incoherent and cluttered street scene. Buildings within the Character Area appear to be in good condition, although many doors and sash windows have been replaced by later casement windows. Numbers 1-5 St. Mary s Street demonstrate some earlier phasing, including the addition of decorative first-floor bay windows and a corresponding extension of the eaves line. The western wing of the Barbican Hotel also appears to have had additional first and second floors added. There is a single gap site between 5 and 6 St. Mary s Street which provides access to the rear. Landmark buildings within or immediately bordering the area include the Central Station and the church of St. Mary le Wigford. In addition, the Barbican Hotel and, to a lesser degree, the NFU building (number 12-14) are prominent buildings on the north side of St. Mary s Street, directly opposite the station. Public buildings include the Central Station and the church of St. Mary le Wigford. A large proportion of the Character Area consists of open space, much of which is within the station compound, including wasteland, railway sidings, car parks and tracks. The remainder is mainly public space, including the large station forecourt, wide pavements and the broad carriageway of St. Mary s Street. These combine to form a large defined open space, which is divided by traffic movement along the road. Private space includes a small court to the rear of 1-5 St. Mary s Street. There is a horizontal emphasis throughout much of the Character Area, with long and low linear features and open areas such as walls, car parks, roads and buildings. Page 10 of 16

Figure 7 Central Station car park Tree cover and vegetation in the Character Area are limited, and include planting within the small traffic island in the north of the Character Area, and the line of trees running from the church of St. Mary le Wigford along the northern boundary of the station to the far east of the Character Area. The trees contribute to the more enclosed feeling of the west of the Character Area, and break up some of the strong horizontal building lines in the area. Views Views within the Character Area are mostly confined to east/west views along St. Mary s Street and the railway lines. Views to the west are dominated by Wigford House and the NCP multi-storey car park, whereas those to the east are confined by Pelham Bridge. In more open areas of the Character Area, such as within the station car parks and in the east of the area near Pelham Bridge, glimpses of the north and south escarpments can be seen. Condition of Buildings and Streetscape Buildings within the Character Area generally appear to be well maintained and in good condition, with the exception of the abandoned building within the railway compound in the east of the area. Streets are in reasonable condition, although large signs along some roads obscure building façades and views along streets. Use The Character Area is dominated by Central Station, which is one of Lincoln s principal arrival and departure points. St. Mary s Road and Oxford Road carry substantial volumes of traffic to and from the lower city centre, and in an east-west direction from Pelham Bridge and Wigford Way. A large taxi rank and a number of bus stops are also located on St. Mary s Street. Buildings along the north side of St. Mary s Street are mostly commercial premises, including the Barbican Hotel, some of which have accommodation above. Relationship to City and Surrounding Areas As the only train station within the city, the Character Area is a key arrival and departure point for Lincoln as a whole. Its role as a transport node is increased by the nearby location of the bus station, and St. Mary s and Oxford Streets, which carry high volumes of traffic to/from Pelham Bridge and Broadgate. The Character Area is well connected with High Street to the west and Sincil Street to the north. In contrast, the eastern and southern boundaries of the area are poorly connected due to the largely impermeable boundaries of Pelham Bridge and the train station compound respectively. As a result, the footbridge over the railway lines in the south east of the Character Area is a wellused and essential access point, especially to and from residential areas to the south. Key Townscape Characteristics An important transport node and city arrival/departure point, containing well connected major roads and Lincoln s only passenger railway station Strong east/west orientation throughout, with buildings and road/rail infrastructure sharing a common orientation similar to that within other Character Areas along and off High Street Some earlier historic features survive in the current townscape, including: o High Street follows the line of Ermine Street, a significant road constructed during the Roman Military Era o Alignment of a former burgage plot in the southern boundary of the Character Area o Culverted route of Sincil Dyke beneath the Character Area o Northern boundary of St. Mary le Wigford churchyard follows the route of a small footway dating to the Early Industrial Period Central Station and a cluster of buildings along the north side of St. Mary s Street are mostly 19 th century in date Low overall building density although there is a heightening sense of enclosure towards High Street where buildings and the railway station help define in part a broad square There is a horizontal emphasis throughout much of the Character Area, with long and low linear features and open areas such as walls, car parks, roads and buildings Central Station is a landmark building in the area, and is set back from the road with a deep forecourt lined with trees, which is used for car parking. The station is built in the Tudor revival style, and comprises a main entrance building, a tower and two wings to the east and west. Visually the building is poorly integrated with St. Mary s Street and the surrounding area Station platforms are surfaced in tarmac/bitumen and are covered by modern part-glazed part-corrugated steel canopies supported by steel girders, with white wooden fret-cut fascias. Single-storey platform building comparable in style to main station Page 11 of 16

There is a large amount of railway infrastructure within the Character Area much of which is original, including large areas of open track and sidings, a part cast-iron footbridge in the east, and a yellow brick signal box in the west Open car parks to the east and west of the station are surfaced in tarmac and are bounded by yellow brick walls in English Bond with some surviving cast-iron railings Commercial properties along the north of St. Mary s Street are mostly individual buildings, except for a short row of terraced shops: o Two to four storeys in height o Range from a single bay to 8/9 bays in width o Built of small-scale materials including brick o Located at the back of the footway (except numbers 15/16) facing the street which forms a strong building line o Active frontages with doors and windows looking out on the footpath o Gabled or hipped slate roofs with shallow plain eaves and verges Shop fronts have low solid-to-void ratios at ground-floor level, with wide windows separated by narrow wooden mullions, low stallrisers, deep fascias, and doorways with partially glazed doors The style and extent of decoration on buildings varies, and includes elaborate shop fronts incorporating first-floor curved wooden bay windows set beneath deep eaves, stone dressings on window surrounds and recessed doorways, and some decoration in a loose classical style especially on larger buildings St. Mary s Street is three to four lanes in width, but mostly functions as a busy wide two-lane road due to bus stops and a taxi rank. Varied street furniture in St. Mary s Street including a number of benches within and around the station forecourt, tall modern street lamps, and road infrastructure including large signs, pedestrian crossings, cast-iron and concrete bollards, traffic lights and steel pedestrian fencing Varied street furniture and paving materials produce a cluttered and incoherent street scene A large proportion of the Character Area consists of open space, much of which is within the station compound. The remainder is mainly public space, including the large station forecourt, wide pavements and the broad carriageway of St. Mary s Street that combine to form a large, defined open space Views within the Character Area are mostly confined to east/west views along St. Mary s Street and the railway lines. Views to the west are dominated by Wigford House and the NCP multi-storey car park, whereas views to the east are confined by Pelham Bridge Well connected with High Street to the west and Sincil Street to the north. Eastern and southern boundaries of the area are poorly connected due to the largely impermeable boundaries of Pelham Bridge and the train station compound respectively. As a result, the footbridge over the railway lines in the south east of the Character Area is a well-used and essential access point Page 12 of 16

Appendix 1: Character Area Attributes Character Area Type: Civic Predominant Period: Late Victorian/Edwardian (1869 to 1919 AD) Secondary Period: Mixed Average Building Density: Medium Location Type: City centre Average Building Type: Attached buildings Page 13 of 16

Appendix 2: List of RAZs The New Market in the High Street (St Lawrence's/ St Martin's parishes south to St Mary-le-Wigford parish Housing in Upper Wigford (north of Great Gowt) Pottery production sites in Upper Wigford Wigford eastern shoreline - La Gulle, Old Eye and Thorngate St Mary-le-Wigford Wetlands Railway transport network The wetlands Working class housing of the late 18th and early 19th centuries in Newport, the Bail, the lower city and Wigford. Working-class housing estates c.1850-1945 in Newport, Newland, Butwerk Wigford and elsewhere Sincil Dyke St Mary's Bridge St Mary-le-Wigford Wesleyan and Methodist Chapels Settlement site on Brayford island Valley floor deposits The Wigford causeway Buildings on the sand islands in the Brayford Valley Floor deposits Roads entering the city Houses within the southern suburb The possible Wigford island temple Riparian deposits Central elements of former Roman city and Roman network Riparian deposits Long distance roads Housing in Upper Wigford (north of Great Gowt) Wigford eastern shoreline - La Gulle, Old Eye and Thorngate St Mary-le-Wigford Wetlands Page 14 of 16

Appendix 3: List of Monuments Dovecote/Dovecoat Lane (53.226, -0.54) 17-19 St Marys Street (53.227, -0.54) 2 Norman Place Oxford Hotel (53.227, -0.54) Chapel Houses, Chapel Yard, St Marys Street/Norman Place (53.226, -0.54) Bunyans Row, St Marys Street (53.227, -0.54) Bethel Place, Norman Place/St Marys Street (53.226, -0.54) Pelham Bridge (53.225, -0.54) 11 St Marys Street. Barbican Hotel (53.227, -0.54) 25 St Marys Street Ropers Arms (53.227, -0.54) Primitive Methodist Chapel, Bethel Place / Norman Place / St Marys Street (53.226, -0.54) Lincoln Central Station, St Marys Street (53.226, -0.54) Oxford Street (53.226, -0.54) Portland Place Primitive Methodist Chapel, Bethel Place / Norman Place / St Marys Street (53.226, -0.54) St Marys Street (53.227, -0.54) La Gulle (53.226, -0.54) 11a St Marys Street (53.227, -0.54) Portland Place, 13-21 St Marys Street (53.227, -0.54) H Walker, St Marys Street (53.227, -0.54) Footbridge, Oxford Street (53.226, -0.54) Railway Bridge, Central Station (53.226, -0.54) 12-14 St Marys Street (53.227, -0.54) St Marys Bridge, St Marys Lane / St Marys Street (53.226, -0.54) High Street Railway building (53.227, -0.54) High Street Signal Box, High Street St Marys (53.227, -0.54) 1-5 St Marys Street (53.227, -0.54) Island in Prehistoric Witham (53.227, -0.54) Page 15 of 16

Appendix 4: List of Ecological Sites Sincil Dike North Page 16 of 16

Appendix 5: Historical Components which influence the current character Burgage Plot Boundary / Early Industrial Church / High Medieval Drain / High Medieval Railway / Post-railway expansion Railway / Late Victorian/Edwardian Railway / Inter-war Road / Roman Military Road / Early Industrial Page 17 of 16