Original Article

A three-pronged approach to urban arterial design:

A functional þ physical þ social classification

Reena Tiwari and Carey Curtis*

School of Built Environment, Curtin University of Technology, Perth, Australia.

E-mail: r.tiwari@curtin.edu.au
*Corresponding author.

Abstract There is an emerging practice in urban arterial design, which seeks to shift the focus from
segregating different users of the street to integrating them. In this respect, the integration of traffic and place
functions is identified as the way forward. After a review of the US design models – Complete Streets Smart
Codes, Context Sensitive Solutions and Quilt-Net approach, this article using a functional, physical and social
evaluation approach to urban arterials, proposes a model for arterial classification. Drawing on our research
based in Perth, we present a classification and design model ‘FUS-ion’ (Function, Universality, Scale) based on a
management tool proposed by Curtis and Tiwari, which we have subsequently refined and further developed
after its application on an existing urban arterial segment in Perth, Australia. This model brings together three
key dimensions of Transport, Built-form and People. It responds to varying scales ranging from street segment
to metropolitan thoroughfares and is geared to be used as a tool to manage the arterial system, both within an
existing urban framework and for the planning of new developments.
URBAN DESIGN International (2012) 17, 129–143. doi:10.1057/udi.2012.7

Keywords: liveable streets; urban arterials; transport–land use integration; traffic management and
place-making

Introduction covers a range of scales from streets to metropo-

The debate about liveable streets has been ongo-
ing since the 1960’s with questioning by planners,
designers and traffic engineers. Issues of traffic
congestion, crashes, inequitable access to trans-
port and services, air and noise pollution and
dominance of car use for all journeys were
captured in Buchanan’s (1963) seminal report.
Appleyard’s (1981) analysis showed how human
interaction on and across the street reduced as
both the speed and quantity of motorised traffic
increased. Jacobs (2001) argued that the street
brought the community together. He comments
that 1960’s planning was about segregation rather
than integration, the idea being that people were
to congregate in parks and the street was to be for
fast efficient movement.
There is an emergent interest in developing
a new practice in the design and management of
the urban arterial (In this article, ‘urban arterial’
litan thoroughfares). Fellow Australian, David
Engwicht (2008) highlights the move towards a
change in practice in his comparison of ‘First
Generation’ and ‘Second Generation’ measures
to create liveable vibrant streets. He describes
First Generation measures as those where
attempts were made to establish a balance
between motorists and pedestrians by confronting
the motorists and their desire for speed. These
measures resulted in a situation of satisfying
either motorists or the pedestrians. Invariably the
so called ‘balance’ simply meant weighing the
needs of non-motorised uses and then resolving
to design in favour of motorised traffic. There was
also little focus on the street itself, only on the
traffic. The Second Generation measures move
practice on. They are about bringing a common
set of values held by different users of the street to
find creative ways of addressing their conflicting
yet justifiable requirements (Engwicht, 2008).

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www.palgrave-journals.com/udi/
 Tiwari and Curtis
Monderman (2005) in his ‘Shared Space’ project
also argued for integration rather than segrega-
tion. He asserts that the street is an important
place for economic and social transactions and
that by calming traffic these functions can be
enhanced. Three classification and design models
that have emerged in the United States, Complete
Streets Thoroughfare Assemblies Smart Code Module
(Duany et al, 2003), Context Sensitive Solutions
in Designing Major Urban Thoroughfares for Walk-
able Communities (Institute of Transportation
Engineers, 2006), and Quilt-Net approach (Abbate,
2007) demonstrate a shift in the focus from
segregating users to integrating different users
of the street. Today, the integration of traffic and
place functions is identified as the way forward.
This article is structured as follows. The first
section will review the US design models. We
acknowledge that immense work has been done
in Europe – ‘Shared Space’ by Monderman (2005)
and ‘Place and Link’ theory by Peter Jones et al
(2007) – to name a few. However, for the scope
of this article we have limited our study and
analysis to three US-based design models, pri-
marily because Australian and the US cities share
similar issues and experiences because of their
auto-centric planning and development. The
three US design models that are reviewed are –
Complete Streets Smart Codes, Context Sensitive
Solutions (CSS) and Quilt-Net approach. While the
first model is about creating walkable environ-
ments by outlining a typology of thoroughfares
to suit different built form contexts covering rural
to urban spectrum, the second is a ‘project-
oriented and location-specific process’ with an
emphasis on multi-modality (Laplante et al, 2008).
The third model – Quilt-Net approach – has place-
making as its key objective in its proposed
application towards achieving land use–transport
integration in Broward County, Florida. An
evaluation of the strengths and weakness of these
new models is made. It is evident that there
remain issues that need to be addressed in order
to develop a holistic model that can be applied to
existing and proposed urban arterials. Drawing
on our research based in Perth, we present
a classification and design model ‘FUS-ion’
(Function, Universality, Scale) based on a manage-
ment tool proposed by Curtis and Tiwari (2008),
which we have subsequently refined and further
developed after its application on an existing
urban arterial segment in Perth, Australia. A
desired future scenario was outlined after a SWOT
analysis (strengths, weaknesses, opportunities and
130 r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International
threats) was undertaken on the existing design
using the FUS-ion model. Hence, the model
becomes a useful tool to first, identify the existing
situation and second, aid in identifying issues that
need to be addressed in order to progress urban
arterials towards desired future scenarios.
An Examination of Emerging Practice in the
United States
To appropriately describe the Complete Streets
Smart Code Transect Planning, it is first necessary
to discuss the original use of transects. According
to DPZ (6) a transect of nature, as developed by
Alexander Von Humboldt in the late eighteenth
century y is a geographical cross-section of a region
intended to reveal a sequence of environments (Duany
et al, 2003). It is a particularly useful method in
highlighting varying characteristics that occur
in different zones. Similarly, the rural to urban
transect is divided into different zones deter-
mined by their level of physical and social
intensity and character. This application to the
built environment is based on the premise that
human beings thrive in different places, such
as an urban centre or a rural hamlet (Duany
et al, 2003). Furthermore, according to DPZ (2003):
One of the principles of Transect-based plan-
ning is that certain forms and elements belong
in certain environments. For example, an
apartment building belongs in a more urban
setting, a ranch house in a more rural setting.
Some types of thoroughfares are urban in
character, and some are rural. A deep
suburban setback destroys the spatial enclo-
sure of an urban street; it is out of context.
In addition, much like transect of nature, transect
planning involves zones and communities that
are first characteristic places on a specific transect,
and second, evolve over time (Duany et al, 2003).
Different types of thoroughfare are allocated
to different transect zones. These thoroughfare
typologies are derived on the basis of roadway
vehicle capacity as shown in Figure 1 and are
defined by lanes, lane widths, parking, speed
and numerous other factors as elaborated in
Complete Streets Thoroughfare Assemblies Smart
Code Module by Duany Plater-Zyberk et al. The
table shows the permutations of thoroughfares
roads for different transects based on vehicles
per day (VPD) as outlined in the Smart Codes. On
Vol. 17, 2, 129–143

Figure 1: Numbers of VPD by Road Type- US Smart Codes.
Source: ‘Module Table 4C Thoroughfare Assemblies’, Smart Code Version 9.2, ‘Smart Code Summary’ prepared by Duany
Plater-Zyberk & Co. with Chester (Rick) Chellman, P.E.; Richard A. Hall, P.E.; Peter Swift, P.E.
the basis of the estimated VPD and the design
speed envisioned for a specific transect, a parti-
cular thoroughfare type can be selected. Thus,
Complete Streets Thoroughfare Assemblies Smart Code
Module proposes a versatile system of categoriz-
ing thoroughfares to diverse built environments
and local context. Further, the rural to urban
landscape is divided into six transects, or pre-
cincts, and the table of thoroughfares primarily
based on vehicle capacity stipulates what type
of thoroughfare is permitted or not permitted
within that precinct (Figure 1). The physical
and social dimensions of road design are also
addressed through a range of other design drivers
including block widths, pedestrian Right-Of-
Ways, walkway widths, building envelopes and
building typologies (Duany et al, 2003).
However, as mentioned by Aurbach (2009),
‘there is a lack of inter-neighborhood or city-scale
guidance for network configuration’. The manner
in which the thoroughfare types fit in a city-scale
network is not demonstrated, as the Smart Code
mainly outlines a linear progression of thorough-
fares from rural to urban. Further, Complete Streets
Thoroughfare Assemblies Smart Code Module does
not address multi-modality nor prioritises transit
or bicycle modes (13, Table 14 P.SC42).
The basic premise of using VPD to determine
road cross-sections does not take into account
multi-modal capacity (persons per day).
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A three-pronged approach to urban arterial design
The use of person capacity instead of vehicle
capacity becomes one of the key factors for a new
arterial street design paradigm developed by
the Institute of Transportation Engineers in the
United States known as the Context Sensitive
Solutions in Designing Major Urban Thoroughfares
for Walkable Communities (CSS).
Context sensitive thoroughfare design is a
particular way of approaching the planning
and design of transportation projects, which is a
process of balancing the needs of various stake-
holders (Institute of Transportation Engineers,
2006). On the basis of this, a definition has been
developed by the Institute of Transportation
Engineers (2006) to describe a CSS as:
y a collaborative, interdisciplinary process
that involves all stakeholders to design a
transportation facility that fits its applicable
setting and preserves scenic, aesthetic, his-
toric and environmental resources, while
maintaining safety and mobility. CSS respect
design objectives for safety, efficiency, capa-
city and maintenance, while integrating
community objectives and values relating to
compatibility, livability, sense of place, urban
design, cost and environmental impacts.
This idea of ‘context’ regarding context sensitive
thoroughfare design is further elaborated on,
Vol. 17, 2, 129–143 131
 Tiwari and Curtis
describing context as encompassing environ-
mental, social, economic and historical elements
of a community. Therefore, context is comprised
of the built and natural environment. The
primary elements that influence the context
include buildings, landscaping, land-use mix,
site access and public and semi-public open
spaces (Institute of Transportation Engineers,
2006). In addition, the Institute of Transporta-
tion Engineers (2006) suggest the properties
and activities within a thoroughfare and adjacent
to it, are part of the built environment, as these
are characteristics that define a context zone.
This approach brings the important notion that
road design depends on more than simply the
road itself, in this case the relationship with
the land uses and building within the corridor
are also important (Institute of Transportation
Engineers, 2006). This is a positive approach
towards road design.
Street Design, ITE argues (Leach, 2006), should
incorporate, and consider, a number of aspects
(Table 1). Rather than defining a street between
the curbs, it should be considered from the
adjoining building-faces. There should ideally
be a high degree of integration with land uses
and also transportation. Therefore, the ability to
accommodate multi-modal transportation needs
to be reflected in both capacity and the quality of
service. As a result, emphasis needs to be taken
from vehicle access and safety to the wider spec-
trum of multi-modal access and safety. Because
of this multi-modal element, a heightened user-
provider interface is needed, as opposed to the
minimal direct transportation user-provided
interaction. Finally, there must be an increased
focus on arterial roads as public space. This
departs from a past philosophy where arterial
roads have typically been exclusively designed
and used for vehicles and not acknowledged as
a vital element in the public realm.
Table 1: Traditional versus multi-modal approach to street design
From
Streets defined from curb-to-curb
Little integration with adjacent land uses
Little focus on environmental quality
Vehicle capacity and through-put
Vehicle access and safety
Passive approach to right-of-way management
Little direct transportation user–provider interaction
Source: Context Sensitive Solutions in Multi-modal Urban Corridor Planning: Arlington, Virginia’s Experience, Credit: Dennis M.
Leach, AICP.
132 r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International
CSS is different from the conventional thor-
oughfare design, which is frequently driven by
traffic demand and level of service objectives.
This leads to a functional classification and deter-
mination of number of lanes. Certainly, these
factors are high priority in CSS, but they are
balanced along with economic, environmental or
historic preservation objectives of the community
(Institute of Transportation Engineers, 2006). The
advantage of the CSS approach is that instead of
vehicle capacity, it targets existing urban fabric
and emphasises the place-making aspects inher-
ent within the arterial road corridor. Furthermore,
the approach guides towards the provision of a
safe environment for all users, rather than the
single-focus of vehicular users, by shifting focus
to multi-modality. Where the CSS approach is
limited, though, is in its street-segment specific
and project-based approach. Although this is
clearly a central objective of arterial road plan-
ning, we assert the need to address the relation-
ship of arterial roads at both the neighbourhood
and city scale (Curtis and Tiwari, 2008). The
case study of Culver Boulevard, Culver City,
California (Institute of Transportation Engineers,
2006) demonstrates this point. The case study
was conducted at a specific street segment and
considered the context zone, the surrounding
land uses and parts of neighbourhood to a certain
extent, such as the commercial zone and sur-
rounding residential density. Neglected, however,
is the demonstration of how this major arterial
sits within the transport network at the wider
city or metropolitan scale.
The Quilt-Net approach has place-making as its
objective while using land use–transport integra-
tion for redevelopment activities in Broward
County, Florida. The Quilt-Net approach, like
the Transect approach, also develops a typology
of corridors (thoroughfares) based on the nature
of centres they pass through, including: Urban
To
Streets defined building-face to building-face
High degree of land use–transportation integration
Increased focus on arterial streets as public space
Multi-modal capacity and quality of service
Multi-modal access and safety
Active right-of-way and curb-side management
Heightened user–provider interface
Vol. 17, 2, 129–143

Figure 2: From top – Urban Residential Corridor, Urban Main Street Corridor, and Suburban Centre Commercial Corridor, adapted
from Abbate Architect, 2007, C2, pp. 26–27.
Core Corridor, Urban Residential Corridor, Urban
Main Street Corridor, Suburban Centre Commer-
cial Corridor, Suburban Centre Residential Corri-
dor, Suburban Institutional/Employment Centre
Corridor and Rural suburban Corridor. Some
of these are illustrated in Figure 2. These terms
describe the context zone within which a corridor
exists. The Urban Core corridor, which involves
the highest degree of density, typically experi-
ences high traffic volumes, and would have a
variety of land uses. It then progresses towards
the lowest density, which is the Rural Suburban
corridor, which is housing among a rural sett-
ing. This gradual progression is much like the
Complete Streets Smart Code Transect Plann-
ing approach, in that it is a gradual progression
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A three-pronged approach to urban arterial design
through a variety of zones, namely those seen
in the city, the main street commercial areas
typically seen in sub-centres, suburban areas and
finally rural areas. These corridors and the
various centres recognised, however, may vary
in different localities, and as such may not be
appropriate for outright adoption. Arguably, a
means to identify applicable corridors is appro-
priate for various localities. Although it recog-
nises these various context zones, it neglects the
transition from one zone to the next, which is
equally as important to deal with.
In Broward County, ‘place-making’ is one of the
key drivers with corridor designations adopted
for urbanised, transitioning and urban, and rural
developed areas countrywide. The relationships
Vol. 17, 2, 129–143 133
 Tiwari and Curtis
between buildings, streets and pedestrian ways
are identified and context-based block patterns
are established. The requirements for pedestrian
and bicycle modes are emphasised by adopting
pedestrian level service models for county and
local roads and multi-modal transport systems
(Abbate, 2007). By adopting such measures,
the transport system is able to support higher
volumes of people more efficiently and create a
vibrant place. The focus is placed on people and
the ability to accommodate a variety of modes as
opposed to the private vehicle. Thus, a higher
degree of activity per linear metre of street (this
in itself is a refreshing new measure compared
with ‘VPD’, for example) is achieved in addition
to an enhanced pedestrian environment. This
increased choice in mobility also acts as a catalyst
for sustainable redevelopment.
Community preferences and needs drive the
Quilt-net design in relation to the location of
activities adjacent to public spaces, provision
of shaded, comfortable and safe public spaces
and pedestrian amenities. Revealing the commu-
nity preferences occurs through the community
engagement process. This may take the form of
a deliberative event before the inception of a
project, but whatever form it takes, the dialogue
between the community and designers must be
broad and inclusive, yet focussed on the issues
that influence the design. Studying the commu-
nity patterns is also an important aspect. How-
ever, local knowledge can reveal a greater
depth to the community history and diversity
that greatly influences the design process, which
develops a response that is genuinely tied to the
local sense of place. The drivers for design are
safe traffic movement (to ensure pedestrians and
motorists can mix in an environment that permits
efficient movement for all transport modes), the
local context and the need to meet the require-
ments of pedestrian and transit modes. The
guidebook states that Regional and Local Activity
Centres, as well as community or corridor master
plans should be inclusive of the overall transporta-
tions system, its modes, extent, and capacity, in order
to direct decisions regarding the design of the corridor
and adjacent lands (Abbate, 2007).
According to Abbate (2007), there are four
common principal components, including:
K An armature of streets and corridors that
accommodates regional transit, local transit,
park-n-ride facilities and an interconnected
walkway system.
134 r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International
K Green Tunnels and Palm Promenades that
contribute to comfortable and legible roadways
and promenades.
K Town Centres and Community Cores that
accommodate mix of housing types, mixed
uses and coherent public places with local
landmarks.
K Community Patterns of existing infrastructure
that can adapt to accommodate the above.
These components give form and shape to the
built environment for the county and its munici-
palities, and thus place-making at different scales
is implemented relatively successfully. These
ideas are closely linked to those introduced by
Lynch (1960), who defines the physicality of space
with concepts such as node, landmark, path, edge
and district. The focus of the Quilt-net approach
rests firmly on sense of place, which is closely
linked to identity. According to Lynch (15)
identity, structure and meaning are three aspects
of environmental image, which always appear
together. Environmental image first involves
identification, which suggests that an object is
distinct and as such is a separable entity. Second,
the image includes a spatial or pattern relation of
the object to the observer and importantly to other
objects, and finally it includes some form of
meaning for the observer (Lynch, 1960). While it is
refreshing and highly important to see the
emergence of place-based design considerations
in arterial road planning, perhaps because the
Quilt-net approach has its roots in the concept of
sense of place, it appears to lack some of the other
necessary elements in designing for movement
and place. One such element is the movement
hierarchy, which is overlooked, and as such,
significant traffic movement such as freight is
unaccounted for. In addition, through-traffic
movement of a city is also neglected. This is
evident in its Quilt-net structure (Figure 3).
The grid for the Quilt Net is roughly 1 mile 
1 mile. The major corridors, roughly 1-mile apart
in each direction, act as arterials that contain the
movement between places. The arterial road
network forms the underlying pattern of the
quilt, or the ‘seams’ between the patches (Abbate,
2007). According to Abbate, within the patches
(roughly square sections), development patterns
vary, due to the influence of economic and market
trends over time. In addition, this variation
also occurs in response to evolving site develop-
ment policies and regulations. The major corri-
dors act as seams as they become triggers for the
Vol. 17, 2, 129–143

Figure 3: Quilt-net structure.
Source: Adapted from Abbate architect, 2007, C1, p. 9.
development of town centres or community core
areas as shown in Figure 3 at the same time
becoming unsuitable for freight movement.
The advantage of the Quilt-net approach is that
it has been able to look at the urban arterial in
a system and consider it at different scales and
has been able to respond to place-making aspects
by developing a context specific built-form
vocabulary. The disadvantage is that important
aspect like freight movement is unable to find
a place within the proposed non-hierarchical
thoroughfare structure.
Building on Emerging Practice
We applaud the development of these new
emergent US approaches to the design of the
urban arterial. In our analysis on the above three
approaches, however, we find some small short-
comings. While the Smart Code does not prior-
itise multi-modality, the CSS approach remains
project-specific making a limited response at city
scale. Response to freight movement appears to
be a missing dimension in the Quilt-net approach.
The important contribution they make, however,
is to bring into sharp focus the need to consider
place functions and traffic functions, the need to
provide for all modes of transport and to pay
strong attention to the environmental context.
Our interest is in building further this emergent
practice.
We assert that a model for arterial classifica-
tion and design must give consideration to the
functional, physical and social dimensions. These
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A three-pronged approach to urban arterial design
fundamental elements are pivotal to the success-
ful function of arterial thoroughfares when
attempting to integrate a multi-modality transport
system with land uses and place-making. We
consider a three-pronged approach – FUS-ion – as
the way forward:
K Function – Importantly, the needs of freight
movement and through-traffic movement in a
city cannot be ignored.
K Universality/adaptability – A model must be
applicable to new developments as well as
existing ones. If a model is not applicable to
both new and existing sectors of the city, it will
fail at achieving a holistic response to functional,
physical and social dimensions across the vary-
ing degrees of detail within a metropolitan area.
In addition, when considering the social dimen-
sion, the model must be dualistic in that it
creates a safe and energy efficient environment
while ensuring all stakeholders are involved in
the process of classification and design.
K Scale – It is necessary to examine the coverage
of a range of scales from metropolitan and
neighbourhood to the street-segment. Each
level of detail is necessary as changes to a
street-segment, for example, may affect the
entire neighbourhood and also the entire
metropolitan region. Whether these affects are
adverse or favourable is to be anticipated by
examining each level of detail.
The various considerations for the three-
pronged approach – FUS-ion – are summarised
in Table 2.
The FUS-ion approach builds on our earlier
work – see Curtis and Tiwari (2008) – where we
have put forward a new typology for urban
arterials that can be can be used to replace the
traffic function-based classification of different
road types (shown in Table 3) and also to enable
central issues to be exposed in the tasks required
to transition to arterials integrating transport
and place functions. The three key dimensions
under Transport function are Speed, Volume and
Access, whereas the three key dimensions under
Place functions (Activity/Built form functions)
are Activity Intensity, Scale and Sensitivity to
through traffic.
Building on Table 3, Figure 4 highlights the two
dimensions of the new typology, Transport and
Activity/Built form on its X and Y-axes. The third
dimension ‘People’ is shown on the third axis.
The ‘People axis’ factors in the desire to bring
Vol. 17, 2, 129–143 135
 Tiwari and Curtis

Table 2: The three-pronged design approach: FUS-ion

Prongs Purpose

Function
Place and traffic function
Physical dimension
Social dimension
Emphasises the need of a sustainable transport system well integrated with adjacent land use that
gears towards multi-modality while taking into account needs of freight movement and
through traffic movement in the city
Encompasses place-making aspect through urban design and land use focus
Dualistic in its objective of first creating a safe and energy efficient environment responding to the
needs of all users and, second getting the voices of all stakeholders heard in the process of
classification and design

Universality
Applicability towards new
and existing development
Applicability for all
stakeholders/users
This ensures a holistic and integrated response can be achieved
This ensures an involvement of the community creating a sense of ownership and identity which is
critical for place-making

Scale
Coverage of a range of Each level of detail must be examined as changes at any level have consequences that must be
scales anticipated

all of the stakeholders (community, design pro-
fessional, traffic engineers and policymakers)
together into the decision-making process while
evaluating and envisioning a specific arterial
within the framework of other two axes: Trans-
port and Activity/Built form axes. The ‘People
axis’ is the social element in urban arterial design
and is typically overlooked. Yet it is arguably the
factor that contributes to the success or failure of
the design of the urban arterial. Careful consid-
eration must be given to social elements. In order
to achieve this engagement with various relevant
stakeholders must take place. According to the
Institute of Transportation Engineers (2006), it is
necessary for the community to have a vision for
the project area. In addition, goals and objectives
should be developed that focus on achieving the
vision. If a vision has not been developed, an
opportunity exists for stakeholders to create such
a vision during the community engagement
process (ITE, 2011). Some ideas typically involved
in visions include creating a safe environment
for multiple user groups. This not only includes
various transport methods, but also commu-
nity members such as youth, the elderly and
the disabled. By involving stakeholders in the
classification process in addition to community
engagement, a greater step can be made towards
an appropriate classification and design of an
arterial.
As Figure 4 shows, there are a number of
transport issues that are considered. Desired
volume (A) (based on people per day except
when counting freight volume), speed (B) and
access (C) are the three main factors that need to
be considered to classify the nature of an arterial.
The factors of built form and activity that need
due consideration include the scale of the built
environment (1), the degree of activity intensity
(2) and the level of sensitivity (3) that should be
given to through traffic.
Application – Case Study: Manning Road
Urban Arterial, Perth, Western Australia
A detailed evaluation of a segment of Manning
Road (District Distributor A carrying a volume of
around 27 000 VPD with a posted speed limit
varying between 60 kph and 70 kph) in Perth,
Western Australia, based on the above Evaluation
Chart was undertaken. Evaluation of the corridor
considers the physical (built form), functional
(land use and transportation) and social (commu-
nity perception and psychological links) dimen-
sions in order to reinforce the importance of
accounting for activity and built form, as well as
transport in managing and transitioning to an
Activity Corridor.
I. Role-Play and Round Table to Assess the Current
Status of the Urban Arterial Using Evaluation Chart
In order to determine the desired future status
for Manning Road, studio design workshops
were conducted that involved architecture and
planning students, many of who were residents

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 A three-pronged approach to urban arterial design

through traffic
PEOPLE AXIS

Sensitivity to

HIGH
BUILT FORM/ACTIVITY

LOW
AXIS

z
1
2
Dimension

VEHICULAR
C
HUMAN

BOTH
z
A
Scale

TRANSPORT
AXIS
Activity/built form dimension

Figure 4: FUS-ion approach to arterial classification.

intensity
Activity

Index: Transport axis factors: Speed=A, Volume=B, Access=C.

HIGH

LOW
Built form axis factors: Scale=1, Activity intensity=2, Sensitiv-
z

ity to through traffic=3.

District centre/major facility – for
example, stand alone hospital

Heavy industry and large light

Low density residential; small

of this area (16); and professionals and policy-

makers (Bentley Technology Precinct Workshop
or university campus

light industrial areas

August 2009). The first task was to assess the

current status using the evaluation tool. Partici-
pants were given the Evaluation Chart, which
provided the framework for collecting and ana-
Local centre
City Centre

industry

lysing data for Manning Road. Observations,

Example

surveys and secondary sources were used to

Parks

populate Column 3 – ‘description of existing

situation’ on the Evaluation Chart (Table 4). The
Industrial area

next step was to determine desirable character-

Other urban

istics for a future scenario and identifying

transition challenges or issues in order to arrive
Type

POS

at that scenario by conducting two workshops

C1
C2

C3

involving students and professionals as men-

tioned above.
LIMITED

Manning Road, as shown in Figure 5, highlights

Access

the location and urban structure of the segment

Table 3: Transport and built form dimension or urban arterials

and Table 4 shows some evaluation items as

Dimension

examples. Manning Road connects between the

Volume

HIGH

Kwinana Freeway, Leach Highway and Albany

Highway. It stretches across a number of suburbs
and local council boundaries (Figure 5). The
subject segment of Manning Road extends
HIGH
Speed

approximately 1.2 km between Goss Avenue and

Kent Street. A curvilinear road network exists on
either side of this segment, and to some degree
Source: Curtis and Tiwari (2008).

resembles a ‘spaghetti sub-division’. Importantly,

Other industrial
roads – non-
Major highway

Shopping strip

this road is classified as a Distributor. Therefore,

Other arterial

Access street

it is not designed to serve as a destination, but

arterial
Freeway
Example

rather to service vehicles and connecting them to

Transport dimension

other relevant segments of the road network that

connect to desired destinations or the means to
access those destinations. Some examples of
Main street
Industrial
access

such destinations include Perth City and Curtin

street
road

University, two of the most significant employ-

Local
Type

T1
T1

T3

ment destinations in metropolitan Perth.

r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International Vol. 17, 2, 129–143 137
138
Table 4: Evaluation of manning road on few items as an example
Manning road
Evaluation items
Functional
Land use
Planning scheme
zoning provision
Catchments
Local or through traffic
Catchments
Walking Penetration into
surrounding area
(potential catchment)
Catchments
Cycling penetration into
surrounding area
(potential catchment)
Transport
Network type
r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International
Source: Studio Report Urban Regeneration (2009).
Vol. 17, 2, 129–143
Measurement
Proportion of each use type
Traffic data to show proportion of vehicles traversing
the segment/entire route or staying within
segment area
Number of lots within 5 min walk from each
cross-street
Number of lots within 5 min cycle ride from each
cross-street
Grid and curvilinear; nature of links to metro network
(for example: radial, east–west and so on)
Description of current situation
40 per cent open space, 10 per cent
commercial and 50 per cent
residential
2004/2005 average weekday traffic
was 31 140 vehicles
Approximately 600 lots within the
400 m radius
Approximately 1400 lots within a
1 km radius.
Grid along manning road with
curvilinear streets in the adjacent
areas
Tiwari and Curtis
Transition consensus
Currently lacks variety in commercial activities,
there is a need for diverse activities.
Too much open space – opportunities for infill
High vehicle volume that distracts from
pedestrian usage, a need for multi-modal
pedestrian-friendly arterial
Current low-housing densities. Poor penetration
due to fences surrounding open spaces – infill
opportunities and design interventions
required
Current low densities, a need for smaller
permeable blocks
Good grid formation along manning road but
poor subsequent streets with no permeability,
design intervention needed

Figure 5: Location of Manning road and urban structure.
This segment of Manning Road has a number of
current issues primarily due to the land uses that
abutt it. It passes through parks, residential areas,
suburban access roads and a neighbourhood
shopping area. Given these land uses, a relatively
high degree of open space is present in the form
of car parking areas, fenced playing fields and
verge area front Manning Road rather than
housing (and where there is housing visually
impermeable fencing is present). Because of the
car dominated nature of this segment, pedestrian
footpaths are very limited and only present along
r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International
A three-pronged approach to urban arterial design
the northern side of Manning Road, and the
most western portion on the south side. It is also
worth noting that residential areas are currently
predominantly zoned R20 (20 dwellings per
hectare or 15 dwellings per gross hectare), and
as a result there is a lack of housing diversity.
The posted speed limit is regularly exceeded
by motorists, which reflects the classification of
this road as a District Distributor (A) which are
considered as ‘major traffic carriers between
suburbs, carrying traffic between industrial,
commercial and residential areas and in turn
Vol. 17, 2, 129–143 139
 Tiwari and Curtis

connected to the primary networks’ (Western
Australian Planning Commission, 1998).
II. Determine Future Scenario on FUS-ion Model and
III. Studio Design Workshop to Note Challenges for
Transitioning the Segment
Values were derived for the Transport and
Activity/Built-form axes Factors for the Manning
Road and the cells of the FUS-ion management
model were populated as shown in Figure 6.
Currently, the Manning Road segment carries
high traffic volumes, has controlled access and
relatively low speeds in relation to its function as
a distributor arterial. After conducting a SWOT
assessment for this segment, a future scenario
for a multi-modal corridor of human scale, mixed
use, higher densities and active street frontage
was proposed as per consensus reached in the
workshops. This was carried out within the
framework of the future development of Bentley
Technology Precinct as outlined in Directions 2031
(Duany, 2009). The future role of precinct is that of
a strategic specialised centre with a ‘principle
focus on an institutional or economic activity’
(Duany, 2009, p. 19). This means that the precinct
will draw employment and provides services to
a much larger citywide catchment. Strategic
centres in the Directions 2031 are also expected
to be characterised by high density development,
to help cater for the increase in population
expected in Perth, and to be designed on Transit
Orientated Design principles to provide easier
access to and from the centre (Duany, 2009,
pp. 17–24). Hence, the future scenario for Man-
ning Road must still involve high traffic volumes.
However, to achieve a multi-modal corridor
with a pedestrian-friendly environment, the cur-
rent low intensity of adjacent activities must be
converted into high intensive street frontages. In
order to achieve this, a much more human scale is
required. These measures will create sensitivity to
through traffic, as vehicles will not be separated
from people, but will integrate different users. An
important measure to achieve safe integration is
low vehicle speed. This will create an environ-
ment that fosters integration between various
users. Finally, controlled access must be replaced
by open access, as this will improve accessibility
given the lower vehicle speeds throughout the
area. In addition, it will also permit a flowing
movement of vehicles among pedestrians.
The results of this assessment outlined in the
workshops (Urban Regeneration Studio and Bent-
ley Technology Precinct Workshop 2009) differ
from a conventional analysis that would typically
consider the transport functions such as traffic
volume, functional road classification, and vehicle
speed and access control. Other possible considera-
tions may include car parking and the frequency of
bus services. In some cases, all of the elements

ACTIVITY/
BUILT
FORM
Ac-W Ac -W Ac-W Sensitive AC AC AC
to Through
Traffic
Ac-W Ac -W Ac-W Human AC AC AC
Scale
Ac-W Ac -W Ac-W High AC AC AC
Intensity
Activity
High Low
TRANSPORT High Controlled Open Low TRANSPORT
Traffic Traffic
FUNCTION Speeds Access Access Speed FUNCTION
Volumes Volumes
TC TC TC Low Ac-W Ac-W Ac-W
Intensity
Activity
TC TC TC Vehicular Ac-W Ac-W Ac-W
Scale
TC TC TC Not sensitive Ac-W Ac-W Ac-W
to Through
Traffic

ACTIVITY/
BUILT
FORM
Index: Current Status Future scenario

Figure 6: Manning Road Assessment on FUS-ion Management Model.

140 r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International Vol. 17, 2, 129–143
 A three-pronged approach to urban arterial design

Table 5: Evaluation chart

Evaluation items Axis factors being

impacted

Item Variable Speed=A; Volume=B;

Access=C; Scale=1;
Activity Intensity=2;
Sensitivity to through
traffic=3

Functional
Land use Existing 2
Planning scheme zoning provision 1, 2, 3
Catchments Local or through traffic A, B, C
Walking penetration into surrounding area (potential catchment) 1
Cycling penetration into surrounding area (potential catchment) 1
Transport Network type C
Connections to A, B
Classification B
Access control C
Traffic volumes B
Posted traffic speed A
Car parking 3
Bus service B

Physical
Density Site density/Density gradient 1, 2
Urban massing Enclosure level 1
Social width Traffic severance effect/ease of crossing 1
Diversity of uses Activities/Activity cycle 2
Safety Solid-void ratio/lighting 2
Relationship to street Proportion of buildings that face the street directly 2, 3
Building types Vertical/horizontal layering of uses 1, 2, 3
Built form adaptability Load bearing/framed construction 2, 3
Building state Vacant buildings, age of buildings, buildings in disrepair 1, 2, 3
Equity Variety of housing types/uses catering to different groups/ 1, 2
accessibility for all
Public spaces Number and type of defined public spaces 2
Gradation of public/private spaces Setbacks, build-to-lines 1, 3
Utility/services Pedestrian ROW B, 1, 2, 3
Sedibility Seating opportunities 2
Sense of ownership Number of owners/renters 2
Identity of street Landmarks, heritage buildings, topography views/vistas, 2
civic art
Visual complexity Colour, faced detail, street furniture, walkway quality 1, 2
Climatic factors Orientation/wind speed/direction/noise/shade/shadow 2

Social
Community perception People axis
Stakeholders perception People axis
Performativity Degree of user interactive design 1, 2

Index: Transport axis factors: Speed=A, Volume=B, Access=C.

Built form axis factors: Scale=1, Activity intensity=2, Sensitivity to through traffic=3.
Source: Curtis and Tiwari (2008).

shown in Table 5 may be analysed. However, the
Manning Road assessment differs from conven-
tional methods of analysis by considering how the
physical elements impact the social dimension. In
addition, it also provides an avenue for consulting
a variety of stakeholders for their professional
input regarding the assessment of physical ele-
ments and social dimensions. It is this assessment
of the social dimension that marks a clear defini-
tion between this method and other conventional
means of analysis. In addition, it also has the ability
to analyse all facets of arterial thoroughfares and
bring the factors together to provide a cohesive
snapshot of the issues and plausible solutions.

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 Tiwari and Curtis

ACTIVITY/
BUILT FORM
axis

Sensitive to
Through
Traffic 3

Metro/Subway/Boule High Pedestrian/cyclist

vard/Tram/Light Rail Intensity/ priority street
Activity 2
C C
Human
Scale 1

TRANSPORT High High Controlled PEOPLE Low Low Open TRANSPORT

axis Speeds Volume Access axis Speed Volume Access axis
A B C A B C

Vehicular
Scale 1

T Low E
Intensity 2
Existing Freight
Environmental
arterials/ through Not
arterials/bikeways
traffic/High speed rail sensitive to
Through
Traffic 3

ACTIVITY/
BUILT FORM
axis

Index: Transport Arterials = T, Environmental Arterials = E, Community Arterials = C

Figure 7: FUS-ion management model for arterial road classification and design.

FUS-ion Model: Towards an Nclusive arterials, namely Transport, Environmental and

Approach to Arterials
On the basis of the Manning Road Project, two
tools for managing urban arterials are proposed.
First is the Evaluation Chart (Table 5) that aids
in assessing and rating them. First column on
this chart is the item that is being evaluated for
the selected arterial, followed by variables for
that item in the second column. The last column
indicates the Axis factors that this particular
item is impacting. As an example, under
Functional dimension for the evaluation item
‘Transport’ there are eight variables being
assessed. This evaluation item influences Speed
(A), Volume (B), Access (C) and Sensitivity to
through traffic (3). Another example is the
evaluation item ‘Community perception’, which
is assessed in community workshops and
surveys and impacts People Axis.
Second tool is the FUS-ion Model (Figure 7)
that enables identification and classification,
using factors identified above, of three different
Community Arterials. Importantly, Community
Arterials have two distinct variations, namely
those concentrated around multi-modal transport
routes, and those that exist primarily within
residential areas and concentrate on pedestrian
networks. From the different arterial types and
the distinct elements within various arterials, four
quadrants have been developed, each with
unique characteristics. On the basis of these
characteristics, predominant types of network
users can be determined. Example, Quadrant
T with transport emphasis includes existing
freight, through traffic and high-speed rail.
Quadrant E includes environmental arterials that
pass through environmentally sensitive areas
necessitating a shield from vehicular movement
and ensuing pollution. They could thus comprise
cycle ways. Quadrants C with community arter-
ials are of two types, the first prioritising
pedestrians and cyclists and the second, under-
scoring multi-modality where arterials typically
involve heavier transport function characteristics.

142 r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International Vol. 17, 2, 129–143

The four quadrants in the classification
and design model, shown in Figure 7, are thus
inclusive of freight, environmental, multi-modal
and pedestrian/cyclist priority arterials. It should
be noted that this model responds at metropoli-
tan, neighbourhood and street-segment levels,
and thus is able to establish an inter-neighbour-
hood and city scale network configuration.
The above two tools provide a framework for
stakeholders to deliberate not only on the current
status of the selected arterial, but also on its future
transition and challenges.
Conclusion
The FUS-ion model offered above for urban
arterial classification and design demonstrates a
sequential and systemic approach towards man-
agement of urban arterials for application across
the range of spatial scales. The urban arterials are
mapped on the management model to ascertain
their current status. This provides a framework
whereby stakeholders are able to deliberate on the
model and agree a future way forward. A three-
pronged approach of place and traffic function,
universality and scale (FUS-ion) aids in the
development of a system of urban arterials that
respond to the users’ needs and have community,
environmental and freight emphasis depending
on the context they pass through.
In land use planning, transport planning and
urban design practice there is emerging a sig-
nificant move away from a design system for
urban arterials framed around the single
vision of vehicular traffic to a context sensitive
approach whose vision incorporates an integrated
multi-modal transport, land use and built-form
approach. Research has shown that barriers
towards implementation of these ideas arise in
three key areas: Professional practices that lack an
interdisciplinary thinking about these issues;
Community reactions due to inadequate public
outreach and participation; and Institutional and
governance issues of coordination, regulations
and procedures, stable funding and so on.
FUS-ion model responds directly to these
challenges by working in collaboration with
multiple stakeholders. We believe it is critical to
have tools that can bring the research team,
partners and stakeholders (Government, commu-
nity and professionals) together to go beyond
theoretical debates on land use built form
integration issues and see them translated into
planning and traffic engineering practice.
r 2012 Macmillan Publishers Ltd. 1357-5317 URBAN DESIGN International
A three-pronged approach to urban arterial design
Acknowledgement
The project on Manning Road was an Urban
Regeneration studio project for Town Planning
students and the debate and issues that were
raised are valued. Many thanks to Byron Vernon
for research assistance.
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