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.

The automation of many of our jobs – even those that have long seemed safe – is fully inevitable at this point. One study predicts that about 38 percent of American jobs will be at high risk of automation by the early 2030s, which is not that far away. We’re asked to trust that future work could be ‘liberating,’ but considering the way corporations tend to operate, it’s not hard to see why the masses are terrified that robots will soon leave us unemployed and unable to provide for ourselves and our families.

But at the recent World Economic Forum Annual Meeting in January 2018, experts imagined the kinds of jobs that will be around – and now we have visualizations of what they could look like. In fact, those experts stated that 65% of children in school today will have jobs that don’t currently exist.

In a scene that definitely looks straight out of a sci-fi movie, a worker sits in a glass pod high over a city, overseeing a 3D printer in the midst of building a superstructure. A ‘landfill recycler’ salvages existing materials from landfills to be integrated into new products while sitting atop something that looks like a gigantic vacuum hose. On serene turquoise waters, a ‘blockchain banking engineer’ fine-tunes a floating machine that will give people in remote locations access to secure banking.

It might be a robot operating on this woman in a rural setting, but he’s got the holographic head of the real surgeon who’s carrying out the procedure from thousands of miles away. A ‘public technology ethicist’ evaluates new technology before it goes live to determine its benefits to the public. And finally, the operator of a 3D scanning machine captures entire historically significant buildings to ensure that even if they’re demolished, they’re preserved in perpetuity.

These illustrations were produced by AKQA London together with Salt and Pepper Creative Studio based on the World Economic Forum panelists’ predictions. Concept artist Florian de Gesincourt created the first sketches, and London retouching studio Happy Finish colored and perfected them. The series was produced in a mere 120 hours in the midst of the forum so attendees could see them. They’re a pretty good reminder that the future is closer than we think.

Historically, most maps use grid systems with latitude and longitude and distance measurements to guide users, but what if the emphasis was on time rather than space? Peter Liu of Mapbox has a new way of getting people from Point A to Point B based on the amount of time it would take someone to travel the distance.

Consider urban maps for tourists with circular overlays giving a sense of time-based distance through a single circular overlay — these often function in theory, but practically are oversimplified. Liu has developed a dynamic time map expanding on this idea, composed of concentric circles that serves as a reference for any (time-based) distance from any given point.

In essence, it is collapsing a step many of us already take — find places nearby, then plug the results into Google Maps, pick a mode of transit and see how long it will take. But it takes the idea to the next level: imagine rings radiating out from wherever you’re standing, giving you distances dynamically and using time, not space, as the metric for travel. Or an even more advanced variant: the rings rippling and bending like spacetime based on obstructions, traffic and other static as well as realtime factors.

Whether intentionally retro, as in Stranger Things, or overtly futuristic, as in RoboCop, the role of typography in a movie goes well past the title, subtly but powerfully shaping the world viewers are invited to experience.

Dave Addey, author and creator of Typeset in the Future, is as meticulous as he is obsessed, analyzing appearances of type in film line by line, providing insights, context and speculative answers to various uses (as well as typo corrections).

It started with Eurostile Bold Extended, which has made appearances from Star Trek to Wall-E. Since then, he has written about typography in Alien, 2001: A Space Odyssey, Moon, and in anticipation of the sequel: Blade Runner.

With fonts you get a lot of context for free,” says Addey. “You’ve established the time frame for your movie in seconds without a lot of special effects or backstory.” It also tells you something about the world, like: when a single megacorp runs everything and its typeface is consequently found everywhere.

He watches films over and over again, taking notes then tracking down type, sometimes manually by searching through old books to find exact matches (in other cases: the typography is custom, making the process frustrating).

And type is just part of the equation: he looks at iconography and other design elements too, piecing together a larger picture of the various strategies in play and how they relate to the core narrative.

By zooming in on this one aspect of films, he often traces connections that are easy to miss, like: a newspaper being held by the lead character in Blade Runner later appearing as the liner for a drawer. For fans of sci-fi and design, his blog will take you deeper into films than you realized you could go — it is well worth checking out.

More about the project: “This site is dedicated to typography and iconography as it appears in sci-fi and fantasy movies and TV shows. It’s inspired by the Typeset In The Future trope I added to TV Tropes. (If you know of more good sci-fi font examples, please do add them to that page.)”

As driverless vehicles hit the streets and shared car usage grows, forward-thinking architects, developers and urban planners are working on adaptable designs to future-proof parking garage structures and give them second lives.

Big firms like Gensler see the writing on the wall, predicting car usage will peak by the end of the decade and ride-sharing may dominate by 2025. The effect of this on cities and real estate will be massive, freeing up home garages, street parking and dedicated parking structures — nation-wide there are over 500,000 parking spots and spaces inside buildings and outdoors covering an estimated 3,500+ square miles.

Gensler’s The Mod concept plays to new possibilities in light of their predictions, featuring garage floor heights that will work for new uses. Its modular sections can be easily moved or removed to let in light and facilitate circulation. Built-in utility hookups also help make conversion easier. The firm has also designed a building in Ohio with three parking levels made to be changed into offices over time with easily-added facades and details similar to ones found on other floors (below).

Another such project — a 1,000-car garage for building residents in the Arts District of Los Angeles by Avalon Bay — is to be completed in four years, a long time in this age of fast-evolving technology. Accordingly, their plans include tricks to make converting this area back to other residential uses easy and efficient. This includes flat floors (rather than inclined ones found in many garages) so they can be turned effectively into usable spaces, like shops or community areas.

Converting garages will be a huge project of the coming decades, but so will rethinking the way new architecture is designed in the age of autonomous vehicles. Without people at the wheel, cars can park themselves in smaller spaces. Loading/unloading zones will be reduced and the way people enter buildings (from the street rather than a garage) could change dramatically as well.

Then, of course, there are streets — with less street-side parking, space is opened up for things like parklets, walking and biking paths (not to mention all of the changes to how roads will work). Accordingly, many designers, developers and planners are wisely anticipating these changes — still, their ultimate effect on the built environment remains to be seen as the future continues to take shape.