Repurposing the paving: The case of surplus residential parking in Davis, CA

Thigpen, Calvin; Volker, Jamey

doi:10.1016/j.cities.2017.06.020

Cited by 12 publications

(13 citation statements)

References 22 publications

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“…Finally, more design options, than the ones used in this study are possible to make use of on-street parking space, for instance, parklets and pop-up uses (Rose, 2019), and one could reproduce the study not only in urban, dense neighborhood but also in low-density residential neighborhoods or in small towns. Thigpen and Volker (2017) and Schlossberg and Amos (2015) point out that since on-street parking space in these neighborhoods is often oversupplied and underused there is room for reuse opportunities here as well, like space for rainwater capture, urban farming or accessory dwelling units.…”

Section: Discussionmentioning

confidence: 99%

Support for innovative on-street parking policies: empirical evidence from an urban neighborhood

Kirschner

Lanzendorf

2020

Journal of Transport Geography

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Section: Discussionmentioning

confidence: 99%

Support for innovative on-street parking policies: empirical evidence from an urban neighborhood

Kirschner

Lanzendorf

2020

Journal of Transport Geography

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“…Davis resembles, to a notable degree, a Dutch city: with over 50 miles (80 kilometers) of on-street bicycle lanes and 50 miles (80 kilometers) of off-street shared use paths in its 10 square miles (16 square kilometers) ( 23 ), Davis residents can reach many destinations within a short distance on safe facilities. In a striking similarity to Dutch statistics, 30%–50% of the city’s children aged 5 to 18 bicycle to school ( 24 ), 50% of the city’s university students bicycle to campus ( 25 ), and approximately 20% of staff and faculty at the University of California, Davis, the largest employer in the city, commute by bicycle ( 25 ).…”

Section: Methodsmentioning

confidence: 88%

Effects of Building a Stock of Bicycling Experience in Youth

Thigpen

Handy

2018

Transportation Research Record: Journal of the Transportation R

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Travel is difficult without the supportive attitudes, norms, and skills that make up “motility,” the capacity for travel. Travel experiences are critical to developing motility. This study identifies factors that influence the development of bicycling motility through analysis of a prospective panel of 19 children, interviewed at ages 9, 12, and 15. This study is set in Davis, California, USA, where bicycling infrastructure is comprehensive, allowing a focus on the role of bicycle experiences. We analyze the interviews using structural and longitudinal coding techniques and find that bicycling experiences are associated with the types of attitudes held by the participants, especially at age 15, when the children come to value the independence and convenience of bicycling. Parental behavior and rules had important associations with the children’s bicycling behavior, particularly at younger ages. Friends reinforced bicycling behavior directly through the logistical challenges of traveling as a group at age 15. Gender was not associated with bicycling behavior in this setting. This study provides confirmatory evidence for the importance of motility and its behavioral determinants.

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“…A more far-reaching option would be to expand residential lots into the street right-of-way, in order to create space for an accessory dwelling unit in the front setback. Thigpen and Volker (2017) detail a similar proposal. Many possible configurations are possible and several are illustrated in Figure 4: a freestanding unit, a garage conversion or expansion, or an extension to the main house that creates space for a separate unit.…”

Section: Moving the Lot Boundariesmentioning

confidence: 93%

Viewpoint: Turning streets into housing

Millard‐Ball

2021

JTLU

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I argue that wide residential streets in US cities are both a contributor to homelessness and a potential strategy to provide more affordable housing. In residential neighborhoods, subdivision ordinances typically set binding standards for street width, far in excess of what is economically optimal or what private developers and residents would likely prefer. These street width standards are one contributor to high housing costs and supply restrictions, which exacerbate the housing affordability crisis in high-cost cities. Planning for autonomous vehicles highlights the overprovision of streets in urban areas. Because they can evade municipal anti-camping restrictions that restrict the use of streets by unhoused people, autonomous camper vans have the ability to blur the distinction between land for housing and land for streets. I propose two strategies through which excess street space can accommodate housing in a formalized way. First, cities could permit camper van parking on the right-of-way, analogous to liveaboard canal boats that provide housing options in some UK cities. Second, extending private residential lots into the right-of-way would create space for front-yard accessory dwelling units.

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Repurposing the paving: The case of surplus residential parking in Davis, CA

Cited by 12 publications

References 22 publications

Support for innovative on-street parking policies: empirical evidence from an urban neighborhood

Support for innovative on-street parking policies: empirical evidence from an urban neighborhood

Effects of Building a Stock of Bicycling Experience in Youth

Viewpoint: Turning streets into housing

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