In the mid-1900s, Dutch citizens of Delft were sick of cars driving too fast down their narrow residential streets. The city was slow to respond, so residents took matters into their own hands. Groups of neighbors came together and tore up sections of pavement, then put up planters and other partial obstructions, often overnight to avoid traffic or official resistance. Their traffic-calming urban interventions were simply designed to slow down cars and reclaim streets. The government initially turned a blind eye to this illegal activism and eventually came to embrace new “woonerf” (or: living street) configurations. The Dutch Parliament  even enshrined woonerven strategies in national law as part of shift toward making the nation less car-centric.

The Netherlands in particular is well-known for being friendly to cyclists and pedestrians, but around the world there is a growing resistance to the dominance of motorized vehicle culture. Car critics note that personal cars not only add to pollution and street dangers but they also take up a lot of road and parking space, which, among other things, makes real estate more expensive for everyone. In a world largely designed around cars, pedestrians can at least can hope for sidewalks in some places but bikes often have to share the road, for better or worse.

A lot of workarounds for cyclists have been developed over the years, like “sharrows” to remind drivers to be aware of two-wheeled vehicles sharing the streets. There are tricks like the “Dutch Reach,” a car door-opening approach parked drivers are encouraged to use to avoid hitting cyclists; basically, it involves using the hand furthest from the door, resulting in an overreach that forces the driver to look backward briefly. For their part, some cyclists strap things like pool noodles to the backs of their bikes, a visible reminder of how much clearance they are entitled to while riding in lanes or along shoulders. Activists have taken things further, too, installing guerrilla bike lanes with whatever is at hand, from official-looking posts and traffic cones to toilet plungers. The idea here is to spur cities into action, using temporary measures to encourage permanent changes.

In many places, car-curbing efforts have begun to gain traction on a larger scale, driven in part by this kind of citizen activism. Cities like Paris have proclaimed car-free days so people can walk, bike and play in the streets. There are also some longer-term official plans to oust private vehicles from major metropolitan areas and there have even been proposals to create entirely new car-free cities from scratch.

A number of ambitious projects aim not just grow walking and cycling routes but also to better connect these across cities — prominent examples include a 60-mile “bike autobahn” across Germany, an adaptation of America’s famously Route 66 for cyclists and an extensive elevated bicycle path in China. One particularly bold proposal would create a raised cycling route running over 100 miles around London. Holland, as usually, as ahead of the curve, home to the world’s largest bike parking garage as well as the first raised roundabout for cyclists.

While some of these plans call for vast overhauls and dramatically reworking existing infrastructure, conversion approaches like those advocated by the rails-to-trails movement take advantage of lower-hanging fruit, transforming unused train lines and other abandoned routes into functioning pathways. New Yorks’ High Line helped spark the elevated greenway trend in particular, but the idea has since spread to cities like Los Angeles, Chicago, Singapore and more. In some cases, where elevated routes are still in use by cars or trains, new trails have been introduced underneath trains and highways instead.

Some futurists think self-driving cars will solve a lot of traffic problems and collision concerns for pedestrians, cyclists and car drivers alike. Optimistic estimates suggest autonomous vehicles will reduce emissions dramatically while freeing up space currently used for parking, all while making streets safer from distracted human drivers. Other experts, though, warn that as cars become more comfortable places to lounge, more people will end up using them more often and over longer distances, further clogging up city streets and highways.

For now, full automation is still more science fiction than urban fact. In the meantime, there is evidence to suggest that simplicity may be the best way forward — that getting rid of signals, signs and barriers might actually make streets a lot safer. While some cities have attempted to confuse drivers into slowing down, other towns all over Europe are starting to experiment with streets on which cars, buses, bikes and pedestrians can all travel more freely. This type of “shared space” approach eliminates distractions while also encouraging drivers to focus on their surroundings more closely. Sometimes, less really is more.

A classic kit-of-parts solution with modular twist, this conceptual bicycle is designed to be disassembled on the spot for maximum mobility, able to be shipped with ease, carried onto public transit or taken indoors rather than locked up outside.

Lucid Design envisions this full-sized bike as something you learn to break down into its 21 constituent parts and pack to go with ease.

The frame is composed of hollow aluminum components that twist and lock together with a unique key making the completed cycle harder for a would-be thief to take apart. Aside from an aluminum frame, the bicycle features cork handles for easier grips and steel wheels for a sturdier ride.

The design is not yet at a point where it has been prototyped and potential critics have already pointed out some of the difficulties it might face in terms of balancing robustness with portability. Still, as an idea and the beginning of a design investigation, the product is certainly compelling.

From an interview with Dezeen, “Conventional bikes are awkward in every way except when you ride them,” says the company’s creative director Amit Mirchandani. “The Kit Bike was designed to make problems of shipping, traveling with and commuting with a bike, a thing of the past.”

Airless, puncture-proof and compacting down to a 9-inch-wide package, the Revolve wheel makes it way easier to transport and store both bicycles and wheelchairs than ever before. Aiming to be the world’s first modular wheel, this design enables you to open and close the wheel in a single motion, lock and unlock its position, and carry it around with ease. Designed by Andrea Mocellin, the six-pointed design is ideal for urban cyclists, and could play a pivotal role in the folding bikes of the future.

With this design, there will be no more frustrating, greasy tire-changing pit-stops on the road, and keeping your bike more secure by toting the front wheel along with you is easier than ever. It’s designed to easily store in a backpack, inside a vehicle or in the overhead baggage hold on an airplane, and it’s compatible with most bikes and wheelchairs. When fully expanded, it’s the universal wheel size of 665mm.

As an example, the designer presents a folding body concept that can be used in conjunction with the Revolve Wheel, folded up into a compact trolley or unfolded into a scooter with space for carrying bulky or heavy items.

Mocellin also envisions it working for a surprising third use: “A total new experience can be evolve with the integration of Revolve. Robotics, land drones can easily be more usable thanks to large wheels and more possibility to approach all terrain.

More than ten physical prototypes have been made, a patent is pending and it’s been tested on both bicycles and wheelchairs, so this is more than just another digital concept. No news yet on commercial availability, but it will be interesting to see where the Revolve goes in the future.

The Netherlands, where bikes outnumber citizens, is well known for its cycle-centric transportation infrastructure. In Utrecht, over 100,000 cyclists ride through the city every day, connecting between home, school, work and public transportation. Now open, this newly-built bicycle parking lot can already house 6,000 rides at a time, but is aiming to more than double that capacity by the end of the year.

It actually looks a lot like a conventional parking lot, filled with ramps and arrows pointing cyclists through the structure, crisscrossed with walking paths for people traveling to and from their personal vehicle. Dense stacking allows for layered storage across the multiple levels of the structure.

Eventually, the parking structure will store a remarkable 33,000 bicycles by 2020, which, to most people, might sound like a lot of bikes. But the design, patterned after Tokyo’s amazing underground bike parking station, has people worried — not because it could be overbuilt, but because the capacity might not match the demand.

As popular as cycling already is in the region, the number of people on bikes continues to grow and the Netherlands has long had storage space issues related to this growth. One cycling organization quoted John Lennon to make the point: “life is what happens while you are busy making other plans.” They say politicians are still being too slow to make decisions and implement plans to increase bike-supporting infrastructure. Still, too many riders and fewer seems like a good problem for a city to have.

Promising the convenient pick-ups of Uber (found all over) and drop-offs of Car2Go (which can be parked anywhere), new cycle-sharing services aim to overturn the paradigm of dock-to-ride-to-dock. A single company in China has already put more than a million such bicycles on the streets. Users simply pull up an app to locate the closest bike then unlock it digitally by scanning a QR code.

Anyone who has used dock-based bike sharing systems know they come with problems — they might not be close by, or could be filled (when you’re dropping off) or empty (when you’re picking up). On the automobile front, similar issues with some sharing companies have been solved by allowing users to leave cars wherever they want. This can result in concentrations of cars, though, that need to be spread back out — and a similar problem exists for bikes.

While small but similar programs exist elsewhere, The Guardian describes the problem as it has unfolded in China: “Seven hundred miles to the south-west, on the streets of the fast-growing Pearl River manufacturing hub of Guangzhou, the colourful dockless share bikes are everywhere. They are parked up by the hundred outside shopping malls and metro stations, often blocking the pavement; others, rendered useless by missing saddles, broken locks.” In other places, the shared bikes are piled up in alleys and vacant lots.

Some companies believe that docking stations are the long-term solution, but others continue to experiment with alternative approaches, like: marking out preferred spots on the sidewalk then adding or deducting credits based on bike drop-off placement. For now, though, these reports have to be done manually, relying on crowd-sourced participants. As GPS gets more accurate, though, it may be possible to do this automatically. In a way, this method would replace physical stations by creating virtual ones in the form of acceptable micro-areas on the digital map.