In this narrative, trends remain consistent with the past regarding transportation and land use composition. In this sense, private vehicles continue to be the primary mode of transportation for most daily trips, including those for work (remote work is an option but not the majority), leisure, and access to facilities and services (education, healthcare, etc.). Walking, public transport, and cycling play a larger role, although they are not significantly promoted or supported by a network of green corridors that encourage active mobility.

Urban growth will be intense, similar to what has been experienced over the past 30 years, with a notable increase in single-family housing developments and, to a lesser extent, apartment buildings. This trend reinforces the expansion of more distant urban centers, where land prices are more affordable and facilitate the development of single-family housing (detached homes).

These new developments are characterized by a low mix of urban functions, relying primarily on private vehicles as the main mode of transport, which enables access to key daily destinations. As a result, large monofunctional areas emerge, dedicated separately to residential use, services and leisure (large shopping centers), and employment (industry, services, etc.). Public transport stations will not play a significant role in new urban developments, and their dispersed and low-density nature makes only the implementation of bus lines viable. Meanwhile, in the central areas of the main and more traditional urban centers along the corridor, pedestrianization measures and traffic restrictions are being implemented.

In this narrative, access for private vehicles (including autonomous, shared, etc.) will be restricted in city centers. All central public space will be reclaimed for active mobility (except for streets and infrastructure dedicated to public transport) and for the creation of socialization spaces (parks, recreational areas, etc.). This change would lead to a progressive increase in cycling and walking trips for commuting (remote work is considered an option but not the majority), shopping, and leisure activities.

There would be a preference for living in cities that offer a high diversity of urban functions, meaning a strong mix of residential, commercial, leisure, and workspaces. This would lead to a reduction in travel distances through more compact development and promote active mobility patterns (walking and cycling). As a result, there would be greater development of high-rise residential buildings, especially in central areas of the city, increasing urban density. Workplaces would transform into more diverse areas, incorporating other urban functions, including residential spaces.

On the other hand, the creation of a dense network of green corridors would be encouraged, strategically connecting the city center with the periphery and thus facilitating access to all kinds of activities. Public transport stations would be located on the periphery (at ground level) and integrated with those green corridors, thereby enhancing multimodality with new transportation modes (bike sharing, electric scooters, motorbike rental, etc.).

In a situation of increasing violence and crime in urban areas, walking or cycling is not advisable and would drastically decrease. In this scenario, private cars would become the most used mean of transportation for daily commutes (work, shopping, and leisure). There could also be some use of shared cars among acquaintances, autonomous vehicles, and, in general, zero-emission vehicles. In this context, public green spaces would be reduced, and repurposed for the construction of streets and roads.

High-income families would choose to live on the outskirts of cities and in private residential developments with single-family homes, leading to a high degree of separation between residential areas (which would be homogeneous and monotonous) and the rest of the urban zones, connected mainly by motorized transport infrastructure.

City centers would primarily become work destinations, with most employees commuting daily from the outskirts. Low-income families would also tend to live in these (unsafe) central city areas, residing in high-rise apartment buildings.

In a situation of increasing violence and crime in urban areas, walking or cycling is not advisable and would drastically decrease. In this scenario, private cars would become the most used mean of transportation for daily commutes (work, shopping, and leisure). There could also be some use of shared cars among acquaintances, autonomous vehicles, and, in general, zero-emission vehicles. In this context, public green spaces would be reduced, and repurposed for the construction of streets and roads.

High-income families would choose to live on the outskirts of cities and in private residential developments with single-family homes, leading to a high degree of separation between residential areas (which would be homogeneous and monotonous) and the rest of the urban zones, connected mainly by motorized transport infrastructure.

City centers would primarily become work destinations, with most employees commuting daily from the outskirts. Low-income families would also tend to live in these (unsafe) central city areas, residing in high-rise apartment buildings.

This narrative reflects more sustainable mobility habits committed to the environment, dedicating greater space for non-motorized travel and significant technological innovation in motorized transport (greater integration of electric vehicles and autonomous vehicles).

It envisions a greater mix of uses in central city zones, not requiring excessively long trips to access shops, public services, leisure and cultural activities, etc. Rehabilitation and renewal policies in city centers would be implemented (especially for abandoned or unused tall buildings), utilizing also unbuilt spaces. These areas would also be recovered for service and business activities (technology, consulting, education, research and development, etc.).

A dense network of green spaces would connect different parts of the city and its surroundings, with high integration with public transport stations located at street level, promoting multimodality with new modes of transport (bike sharing, electric scooter, motorbike rental, etc.). Public transport use would be mainly characterized by train usage.