Urban sprawl in Latin American cities: A historical perspective to urbanization and car ridership

 Latin American cities have experienced significant urban sprawl over the past century, characterized by the uncontrolled expansion of urban areas into peripheral zones. This phenomenon has been closely linked to socio-economic factors, car ownership, and the availability of public transportation. To understand the current landscape, it's essential to delve into the historical trajectory of urbanization in the region.​ In this video, I try to historically explain the relationship between urban sprawl in Latin American cities and socioeconomics as well as car use in 20^th and 21^st centuries. I will also provide some short inputs about five metropolises in Lartin America: Mexico City, Sao Paolo, Bogota, Buenos Aires, and Lima. 

Current Status of Urban Sprawl

Today, Latin American cities are among the most urbanized globally. As of 2013, approximately 80% of the region's population resided in urban areas, a significant increase from 50% in 1970. This rapid urbanization has often led to sprawling metropolitan areas with inadequate infrastructure and services.​ 

Historical Urbanization Trends in the 20th Century

Early 20th Century

In the early 1900s, Latin America was predominantly rural, with a majority engaged in agriculture. Cities like Buenos Aires, Mexico City, and São Paulo were emerging as economic centers, attracting rural migrants seeking better opportunities. However, urban growth was relatively modest during this period.​

Post-World War II Boom

The aftermath of World War II marked a turning point. Industrialization accelerated, leading to a surge in urban migration. Between 1950 and 1980, the urban population in Latin America grew from 50 million to over 200 million. Cities expanded rapidly, often without proper planning, resulting in informal settlements and inadequate infrastructure.​

Socio-Economic Factors and Urban Sprawl

Economic growth in the mid-20th century led to the expansion of the middle class, increasing demand for housing. However, limited affordable housing in central areas pushed populations toward the peripheries, contributing to sprawl. Additionally, socio-economic disparities meant that while wealthier individuals could afford centralized housing, lower-income groups settled in less accessible outskirts.​

Car Ownership and Its Impact

Rising incomes in the post-1950s made car ownership more attainable. For instance, between 1990 and 2010, per capita car ownership in Mexico more than doubled from about 75 to 175 cars per 1,000 people, and nearly tripled in Brazil from 45 to 125 cars per 1,000 people. This surge facilitated suburban living but also led to increased traffic congestion and pollution.​ 

Public Transportation Challenges

Despite urban expansion, investments in public transportation lagged. Many cities relied on informal transport systems, leading to inefficiencies. For example, in Mexico City, the metro system, inaugurated in 1969, couldn't keep pace with the city's growth, resulting in overcrowded trains and buses. By 2017, longer trips were more likely to be made by private car rather than public transit, exacerbating congestion. ​ 

Case Studies

Mexico City, Mexico

As one of the world's largest metropolises, Mexico City exemplifies urban sprawl. The city's area expanded from 1,500 km² in 1950 to over 7,800 km² by 2000. Car ownership surged, with the vehicle fleet growing by 30% between 2010 and 2018. Despite an extensive metro system, the city's public transportation has struggled to keep up with demand, leading to increased reliance on private vehicles.​ 

São Paulo, Brazil

São Paulo experienced rapid urbanization post-World War II, with its population swelling from 2.2 million in 1950 to over 12 million today. The city's car fleet grew by 22% between 2010 and 2018. Efforts to implement bus rapid transit (BRT) systems have been made, but challenges remain in reducing traffic congestion and promoting public transit use.​ 

Bogotá, Colombia

Bogotá has faced significant urban sprawl, with its population increasing from 700,000 in 1951 to over 7 million by the early 21st century. The city introduced the TransMilenio BRT system in 2000, aiming to improve public transportation. While initially successful, the system has faced challenges due to increased demand and insufficient capacity. ​ 

Buenos Aires, Argentina

Buenos Aires saw its car fleet grow from 2.4 million in 2010 to 4.2 million in 2018, a 75% increase. The city's public transportation includes buses, trains, and the Subte (subway), but the rise in car ownership has led to increased congestion and longer commute times. 

Lima, Peru

Lima's car fleet doubled from 0.9 million in 2010 to 1.8 million in 2018. The city has implemented the Metropolitano BRT system to address transportation needs, but urban sprawl continues to pose challenges for infrastructure development. 

Conclusion

The historical trajectory of urban sprawl in Latin American cities is deeply intertwined with socio-economic factors, car ownership, and public transportation development. Addressing the challenges of sprawl requires integrated urban planning, investment in efficient public transit, and policies that promote sustainable urban growth.

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6 capital cities completely designed and built by colonial empires

Some of the world’s largest cities were never meant to serve their native populations. Instead, they were designed by foreign rulers to control land, extract wealth, and reinforce imperial dominance. Over 100 major cities worldwide were planned and constructed by colonial powers, many of which remain economic and political hubs today. But how did these cities emerge? How were they planned? And how much of their colonial legacy still lingers? Today, we uncover the most significant cities built by colonial powers—and the lasting impact they have had on the modern world.

 

Methodology: Defining Colonial Cities and Their Criteria

Before diving into specific cities, let's define what we mean by a colonial city. Colonialism involved powerful nations exerting control over foreign lands, often through military conquest, economic exploitation, and political dominance. These colonial powers needed administrative and trade centers, so they designed new cities rather than relying on existing indigenous settlements.

For this video, we classify a colonial city using three criteria:

• It was planned and built primarily by colonial authorities.
• It served as an administrative, military, or trade hub for the empire.
• It incorporated European-style urban planning, including grid layouts, segregated districts, and monumental government structures.

Now, let’s explore some of the most historically significant cities that fit this definition.

 

1. New Delhi, India (British Empire)

📌 Population (2023): ~32 million

📏 Land Area: ~1,484 km²

💰 Cost of Construction (1911): £4 million (Equivalent to ~£500 million today)

In 1911, the British colonial government decided to move India’s capital from Calcutta to New Delhi, aiming to create a symbol of British power. Designed by Sir Edwin Lutyens and Herbert Baker, New Delhi was built with wide boulevards, European-style government buildings, and geometric road patterns. It was intended to be a monument to British authority, segregating colonial rulers from the native Indian population.

Post-independence, New Delhi remained India’s capital, and today it is one of the world’s largest metropolitan areas, with a booming economy and a blend of colonial and modernist architecture.

 

2. Jakarta, Indonesia (Dutch East Indies)

📌 Population (2023): ~11 million

📏 Land Area: ~661 km²

🚆 Dutch-built canals: Over 110 km (many still in use today)

Originally named Batavia, Jakarta was founded in 1619 by the Dutch East India Company (VOC). The Dutch meticulously planned the city with Amsterdam-style canals, aiming to facilitate trade and military defense. However, these canals became disease-ridden, leading to devastating malaria outbreaks in the 18th and 19th centuries.

Post-independence, Jakarta grew into Indonesia’s economic powerhouse, but colonial infrastructure contributed to its severe flooding problems, as many canals were poorly maintained or repurposed for informal housing.

 

3. Hanoi, Vietnam (French Indochina)

📌 Population (2023): ~8 million

📏 Land Area: ~3,358 km²

🏛 French-built districts: 4 major colonial zones

Under French rule (1887–1954), Hanoi was transformed into the administrative capital of French Indochina. The French introduced:

• Boulevards mimicking Paris, such as the iconic Tràng Tiền Street.
• European-style villas and government buildings.
• Zoning policies that segregated French officials and Vietnamese locals.

Today, Hanoi still showcases its French colonial heritage, particularly in the Old Quarter, blending Vietnamese traditions with French-influenced urban design.

 

4. Nairobi, Kenya (British Empire)

📌 Population (2023): ~5.5 million

📏 Land Area: ~696 km²

🚂 Founded as a railway depot (1899) for the Uganda Railway

The British founded Nairobi in 1899 as a railway hub for the Uganda Railway, but it quickly evolved into British East Africa’s colonial capital. The city was designed with rigid racial segregation, ensuring that Europeans occupied the best areas, while Africans and South Asians were pushed into underdeveloped districts.

Even today, inequalities in Nairobi’s urban landscape trace back to its colonial foundations. The city remains a major financial and diplomatic hub, but issues like poor infrastructure, wealth disparity, and informal settlements are remnants of British planning policies.

 

5. Manila, Philippines (Spanish & American Colonialism)

📌 Population (2023): ~14 million

📏 Land Area: ~636 km²

💰 American redevelopment cost (1905–1915): $8 million (Equivalent to ~$250 million today)

Manila was initially shaped by the Spanish (1571–1898), with its Intramuros district built as a walled city to protect against invasions. After the U.S. took control in 1898, American planners, including Daniel Burnham, redesigned Manila with:

• A grand waterfront boulevard (Roxas Boulevard).
• Modernized road networks inspired by Washington D.C.
• Public parks and new zoning laws.

Today, Manila is a complex mix of Spanish, American, and modern influences, reflecting its long colonial history.

 

6. Brasília, Brazil (Portuguese Colonial Influence & Modernist Planning)

📌 Population (2023): ~3 million

📏 Land Area: ~5,802 km²

🏗 Built in 41 months (1956–1960), costing $10 billion today)

While not a direct colonial city, Brasília reflects Portuguese colonial urban planning concepts—centralized power, controlled expansion, and grand symbolic architecture. Designed by Lúcio Costa and Oscar Niemeyer, Brasília was built entirely from scratch in just four years, replacing Rio de Janeiro as Brazil’s capital.

However, its strict zoning policies led to inequality, with elite government officials living in prime areas while the majority commuted from distant satellite towns.

 

Conclusion: The Lasting Impact of Colonial Urban Planning

Colonial cities were not just places of governance—they were built as instruments of control, designed for economic extraction, racial segregation, and political dominance. Many of these cities have since evolved, but their colonial-era foundations still shape modern urban challenges:

• New Delhi’s grand avenues still serve as India’s political core.
• Jakarta’s canals remain a flood-prone legacy of Dutch planning.
• Nairobi’s zoning policies continue to affect housing inequality.
• Manila’s American-built roads define its urban layout even today.

The legacy of colonial planning is still deeply embedded in these cities, often contributing to modern issues like traffic congestion, social inequality, and outdated infrastructure. While many have modernized, the shadows of colonialism still linger.

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How Highways Ruined Cities?

Why are some modern cities removing sidewalks? Are shared spaces good for mobility?

Some cities are getting rid of sidewalks—one of the fundamental elements of urban life? In a world where pedestrian safety and walkability are hot topics, the idea of removing sidewalks might sound crazy, dangerous, or even counterintuitive. After all, sidewalks are supposed to protect pedestrians from cars, create walkable communities, and encourage sustainable transport.

Yet, cities across the world—from London to Tokyo—have begun experimenting with shared space designs that eliminate sidewalks and traditional road boundaries altogether. This radical approach is intended to slow down traffic, reduce accidents, and create more engaging urban environments. But does it actually work? Let’s take a closer look at some of the most famous examples of sidewalk removal and what they can teach us about the future of city planning.

 

The Concept of Shared Space

The movement to remove sidewalks comes from a design philosophy called “shared space.” The idea was popularized by Dutch traffic engineer Hans Monderman, who argued that strict divisions between cars, pedestrians, and cyclists often make streets less safe. When drivers rely too much on traffic signals, curbs, and road signs, they pay less attention to their surroundings. However, when those barriers are removed, drivers become more cautious, slow down, and interact more with pedestrians.

Shared space isn’t just about removing sidewalks—it’s about removing signs, signals, and even road markings to create a more natural, organic flow of movement. Several cities have taken this approach to the extreme by completely eliminating sidewalks in key areas. Let’s explore some of the most notable examples.

 

1. Exhibition Road, London, UK

One of the most famous examples of sidewalk removal is Exhibition Road in London. This street, home to landmarks like the Natural History Museum and Victoria and Albert Museum, was once a congested, car-dominated area with traditional sidewalks and crosswalks.

In 2012, London redesigned the road, replacing sidewalks with a single-level surface covered in elegant granite paving. Pedestrians, cyclists, and cars now share the same space, with no clear separation between them.

These were the results:

• Traffic speeds dropped significantly, making the area safer for pedestrians.
• Pedestrian numbers increased by 30% as people felt more comfortable walking in the space.
• Accidents decreased, proving that the shared space concept could actually improve safety.

But not everyone is a fan. Critics argue that it can be confusing for visually impaired individuals who rely on curbs for navigation.

 

2. Delft, Netherlands – The Birthplace of Shared Space

The Netherlands has been a global leader in shared space design. The city of Delft pioneered some of the first experiments in sidewalk-free urban planning, particularly in its historic city center.

What changed?

• Sidewalks were removed to encourage seamless movement between pedestrians and vehicles.
• Streets were narrowed to make cars naturally slow down.
• Bicycle lanes and pedestrian-priority areas were emphasized.

The result? A more pedestrian-friendly environment, even though cars are still technically allowed to drive through. The city proved that removing sidewalks doesn’t necessarily mean reducing walkability—it can actually enhance it!

 

3. Bohmte, Germany – A Town Without Sidewalks

In 2007, the German town of Bohmte completely removed traffic lights, sidewalks, and road signs from its main street. The goal was to create a more organic and natural traffic flow where everyone—drivers, cyclists, and pedestrians—had to rely on eye contact and human interaction to navigate.

The effects were shocking:

• The number of traffic accidents dropped drastically.
• Average car speeds decreased to about 30 km/h (18 mph).
• Pedestrians felt safer and more empowered in the space.

Bohmte’s success inspired other European cities to experiment with similar sidewalk-free zones.

 

4. Poynton, UK – Revitalizing a Town Center

The small town of Poynton in England had a major problem: its central intersection was choked with heavy congestion and pedestrian-unfriendly infrastructure. In 2012, urban planners removed traditional sidewalks, crosswalks, and even traffic lights, replacing them with a shared space design.

Key results:

• Traffic congestion dropped significantly, even though cars still passed through.
• Pedestrian movement became easier, with fewer barriers.
• The local economy improved as people spent more time in the town center instead of rushing through.

Many locals initially hated the idea, but over time, they began to appreciate the slower speeds and improved pedestrian experience.

 

5. Tokyo, Japan – Transforming Sidewalks Into Public Spaces

In bustling Tokyo, sidewalks haven’t been removed completely, but in areas like Ginza, something different happens. On weekends, the city closes roads to cars and turns major streets into pedestrian-only zones.

By the numbers:

• This concept, called “Hokōsha Tengoku” (Pedestrian Paradise), attracts over 100,000 pedestrians every weekend.
• Major roads like Chuo-dori are converted into public plazas with seating, greenery, and open space.
• Businesses along these streets see a surge in sales, as people spend more time shopping and dining.x

Tokyo’s experiment shows that cities don’t necessarily need to remove sidewalks entirely—instead, they can reimagine them as flexible spaces.

 

The Debate: Should More Cities Remove Sidewalks?

While these examples show promising results, the idea of removing sidewalks remains controversial. Critics argue that:

• Accessibility issues arise for people with disabilities who rely on curbs and signals.
• Shared spaces can be confusing, especially for tourists and elderly pedestrians.
• Some locations still need clear pedestrian zones to maintain safety.

However, proponents argue that:

• Shared spaces make streets safer by slowing down cars.
• Pedestrians feel more empowered when they’re not restricted to narrow sidewalks.
• Cities become more dynamic and engaging when traditional road divisions are removed.

 

Conclusion: The Future of Sidewalks

So, will sidewalks disappear completely in the future? Probably not. But urban planners are rethinking the role of sidewalks, transforming streets into more flexible, people-centered spaces. The success of cities like Delft, Bohmte, and London suggests that removing sidewalks can work in the right context—but it’s not a one-size-fits-all solution.

The real takeaway? Cities need to prioritize people over cars. Whether that means removing sidewalks, widening them, or redesigning streets entirely, the goal is the same: creating safer, more livable, and walkable urban environments.

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