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 island of Nordstrandischmoor is connected to mainland Germany by a tiny narrow gauge railway, on which residents (at least those 15 years of age and older and holding a moped license) can drive private trains back and forth to and from Lüttmoorsiel. Each island house has its own wagon — some used to be wind-powered, using sails, but today they run on diesel.

Often called simply the Lorenbahn, this slim rail line reaches out over a third of a mile to bridge the island to the shore, and is sometimes closed due to extreme winds or other weather-related risks. On either shore, the line branches out to a series of local destinations. some of the trains are enclosed, but others are open-air, like conventional convertible cars but on rails.

The original line was constructed to ferry out building materials for coastal defense, then destroyed by ice flows, only to be rebuilt in a more durable fashion.

Some of the rail vehicles belong to the State Department for Coastal Defence and National Parks. There are two locomotives and two construction wagons (Bauwagen, which provide shelter for the workers during construction work, as well as goods wagons for construction work.

Other narrow-gauge trains can be found around the world as well, often serving similarly small communities or other niche design functions.

A long unused strip of space weaving through Berlin is set to become a bicycling boulevard, sheltered by the tracks above and lined with bike service stations, recreation areas and food trucks. This latest rails-to-trails project has six miles of space to work with, connecting major roads and multiple neighborhoods. Completely disused aside except as illegal parking and intermittent strips of sidewalks and seating, the area below the U1 line is ripe for rehabilitation.

As in other cities with similar programs, the Radbahn aims to serve not only as a traffic corridor and green trail but also to activate adjacent spaces. Pocket parks and commercial vendors are expected to spring up along the route, and side extensions can bring bikers down to adjacent waterways and other natural features.

Meanwhile, riders can enjoy a rain-free experience (it rains over 100 days per year in Berlin). Cyclists looking to take the train can also park their ride in sheltered spaces below the rails near stations. The minimum width and consistent coverage of the tracks above provide for a sufficiently wide trail from start to finish, while studies have shown that train noise below tracks is reduced as compared to adjacent space.

Per the proposal, the goal is “revitalize the former space along the iconic U1 line to a pulsating urban artery. It thereby acts as a playground for modern mobility, innovation and leisure activities.” In typical German fashion, the project designers and engineers have already extensively documented and mapped opportunities throughout the route, which you can explore in greater depth by visiting their website.

Reasoning that a full-time train pass costs less than an apartment, a 23-year-old German writer and student has exchanged her life in a fixed location for one in perpetual motion. At the equivalent of $380 a month, she can catch a ride anytime day or night, and much more comfortably than other contemporary high-tech hobos.

Everything Leonie Müller needs travels with her in a single backpack, making it easy to switch rides or catch the overnight rail, washing up in the onboard restrooms. In a strange reversal of convention, it is cheaper for her to use her pass and sleep aboard than to stay in one place.

Europe’s extensive train network, most impressive (and consistently on time) in Germany, provides various speeds of travel and connections to just about any town or city, enabling Leonie to visit friends or crash with family without much effort or planning.

The move (or: moving) be permanent, but for now the costs and lifestyle make sense to her and provides material for her thesis project on nomadic living. She writes papers for school and posts for her blog while riding, and recommends noise-cancelling headphones for those who would follow her footsteps (or rail tracks, as it were).

Designed to be suspended below Chicago’s elevated rail system, hovering above cars and pedestrians, this 5,000-tube neon lighting installation aims to bring bright colors to drab railway tracks, using illumination to bridge the dark gap formed by overhead infrastructure.

A set of elevated rails forming a rounded rectangle in the heart of the city, the Chicago Loop defines the downtown experience. Physically, visually and audibly, this nexus of sometimes-subway lines creates a circuit of transit over and under which vast numbers of people travel each and every day. Despite its centrality and functionality, the Loop has little presence in terms of the city’s public image, at least it until The Wabash Lights came along.

The main aim is to activate this shady pseudo-circular zone, turning it from an ignored void into a enjoyed space. The first phase of the project has already been successfully funded on Kickstarter and the next step will be a limited-scale test implementation of the technology. The lights are highly programmable and infinitely customizable, able to cycle through sets of colors and form complex patterns.

It is hard to avoid drawing a comparison with another highly-visible and quite popular neon project in Chicago, namely: the neon light tunnel (Sky’s the Limit by Michael Hayden) connecting Concourses B and C at Terminal 1 in the O’Hare International Aiport, “a mile-long kinetic light sculpture composed of 466 neon tubes [reflected from above by] 23,600 square feet of mirror.”

The duo behind the idea, Seth Unger and Jack C. Newell, are well-suited to the endeavor, with backgrounds in design, branding and creative strategy on the one hand, filmmaking and public art on the other. Together, they are looking to involve citizens from start to finish, looking to them for feedback as well as funding.

More on the project from its creators, using “LED light tubes to transform an iconic piece of Chicago infrastructure into a canvas for a dynamic, interactive experience, serving as a catalyst for a re-energized Wabash Avenue. Working with the Chicago Transit Authority, Chicago Department of Transportation, and City Government, we have received approval to install a small section of lights on the Wabash Ave tracks to troubleshoot design, interactivity, and test how vibration from the “L”, temperature changes, and the wear and tear of the city affect our hardware.” (Hat tip to Chris B and James B).