Centrixia is an early-stage spatial intelligence tool for reading places, not a site-valuation model or a live transport model. It combines selected-area geometry with population, density, transport, access, housing, deprivation, health, tenure, age and movement evidence to produce structured planning insight.

Use it to frame the first questions about housing capacity, transport opportunity, business catchments, service pressure, public-realm value and regeneration need. It is intended to reveal which signals matter and where more detailed local work should follow.

Draw a circle, polygon, semi-circle or corridor buffer, then open Area Intelligence. Centrixia aggregates the small-area records whose centroids fall inside the selected geometry and returns population, density, demographic, mobility, access and housing-market evidence for that place.

The figures are designed for place comparison and strategic diagnosis. They should be read as evidence-led approximations at neighbourhood, district and corridor scale rather than parcel-level measurements. Very small selections can be noisy and should be treated with caution.

The engine looks for cross-dataset patterns rather than isolated scores. For example, weak service access matters more in a dense area; low car ownership means something different when public transport is strong than when everyday access is poor; deprivation is interpreted differently where reach and density make intervention more scalable.

Car dependency is treated as structural reliance, not simply high car ownership or high car commuting. The score combines vehicle availability, travel behaviour, fixed-route transit, journey-time access, employment reach, density and urban-form proxies. The active-travel component is a proxy indicator and does not inspect individual crossings, pavements or cycle lanes.

Radial Density shows how residential or daytime density changes ring by ring from a chosen centre. Each bar is an annular band only, not the whole circle inside it. This helps distinguish compact centres, dispersed suburbs, edge-of-centre density, satellite clusters and places where population falls away quickly.

Radial overlays can show the same ring structure on the map. For suitable ring widths, the transit viability overlay uses the higher of residential and daytime activity density as an indicative activity measure. Profiles can be saved and compared during the session.

Transit Corridor Analysis tests a drawn route against density-based viability thresholds for bus, tram, light metro and heavy metro. It samples the alignment with a moving window, splits long routes into readable sections and reports how much of the route reaches each indicative mode threshold.

The corridor tool preserves node and interchange logic. Rail, metro, tram and airport nodes close to the line are identified, eligible interchanges can be selected, and mode viability is adjusted to reflect the uplift that strong interchange locations can provide. This remains a strategic planning aid, not a ridership forecast.

Housing readings combine density, tenure, deprivation, service access, non-car access, household structure and LSOA-level house-price evidence. The purpose is to distinguish questions such as gentle intensification, affordability pressure, higher-value market fit, social need and growth that may require infrastructure first.

PDF exports use the same evidence model as the screen analysis. They are designed as meeting-ready briefings: headline readings first, supporting indicators next, then charts, caveats, sources and methodology.