Where are largest cities in the world? 2015 edition

The world's biggest cities from above. Image: Getty.

The number of people who live in a city, as we may have mentioned before, is surprisingly hard to work out. That's partly because populations shift and change, unnoticed by demographers.


Mostly, though, it's because you quickly run into the fact that different authorities define their cities in entirely incompatible ways, rendering any attempt to compare them a bit like comparing apples with trucks. What you really need is a single source that follows a single set of rules: the results may not be perfect, but at least they'll be consistent.

That’s where Demographia comes in. The St. Louis-based consultancy was founded by the urban planner Wendell Cox (who, unusually for someone in that line of work, likes to write articles for conservative publications about the benefits of private car ownership). It also has a website that is, with the best will in the world, not massively easy on the eye.

But every year Demographia publishes something rather good: the World Urban Areas Report, a sort of bumper book of city population stats. You can check out the 11th edition here.

Here’s how it defines a city:

An urban area ("built-up urban area," urbanized area or urban agglomeration) is a continuously built up land mass of urban development that is within a labor market (metropolitan area or metropolitan region). An urban area contains no rural land... [It] is best thought of as the “urban footprint” – the lighted area that can be observed from an airplane (or satellite) on a clear night.

This year's edition of the World Urban Areas Report covers more than a thousand of the largest cities in the world, from Tokyo (pop. 37,000,000), right down to tiddlers like 850th-ranked Leicester (Pop. 534,000): all 1,009 cities, in fact, with a population of half a million of more.

Here are the top 10. See if you can spot any pattern.

 

Seeing it yet? Need a clue?

Okay, here's the same chart again. This time, we’ve coloured the cities by continent.

 

Yep.

Asia's dominance continues as you move down the league tables, too. Here's the top 20:

 

The world's largest continent, in fact, is home to 33 of the world's 50 largest cities, and 50 of the top 100. After that we got bored and stopped counting.

This isn't quite as extreme a result as it may appear: Asia, after all, is home to just shy of 60 per cent of the world's population. So the way in which the 2.1bn people who live in cities of half a million souls or more are distributed around the globe is largely a function of where people actually live. Look:

Comparing those two graphs, you can see that the Americas and Australia are unusually urbanised, Africa unusually under-urbanised, and Europe and Asia are pretty close to what you'd expect.

There are two other striking things about these league tables.

China rules

The first is the dominance of China, which takes 12 places in the top 50, and 22 of the top 100.

Again, this shouldn't be surprising – it's the world's most populous country, home to nearly a fifth of humanity – but nonetheless, it's striking how many of these megacities you almost certainly haven't heard of.

Where power lies

The other striking thing here is how far down the league tables many of the world's most powerful cities fall. Here's where some of the places that commonly make the “world city” league tables fall:

 

Size, it seems, isn't everything.

The data

Here, for completism's sake, is a chart showing the figures for all the city population charts above. You can find the full data set on Demographia's website, here.

Rank City Population
1 Tokyo-Yokohama 37,843,000
2 Jakarta 30,539,000
3 Delhi 24,998,000
4 Maniilla 24,123,000
5 Seoul-Incheon 23,480,000
6 Shanghai 23,416,000
7 Karachi 22,123,000
8 Beijing 21,009,000
9 New York 20,630,000
10 Guangzhou-Foshan 20,597,000
11 Sao Paulo 20,365,000
12 Mexico City 20,063,000
13 Mumbai 17,712,000
14 Osaka-Kobe-Kyoto 17,444,000
15 Moscow 16,170,000
16 Dhaka 15,669,000
17 Cairo 15,600,000
18 Los Angeles 15,058,000
19 Bangkok 14,998,000
20 Kolkata 14,667,000
25 Shenzhen 12,084,000
28 Tianjin 10,920,000
29 Paris 10,858,000
31 Chengdu 10,376,000
32 London 10,236,000
37 Chicago 9,156,000
41 Dongguan 8,442,000
43 Wuhan 7,509,000
45 Hangzhou 7,275,000
46 Hong Kong 7,246,000
47 Chongqing 7,217,000
50 Quanzhou 6,710,000
57 Nanjing 6,155,000
58 Shenyang 6,078,000
59 Xi'an 5,977,000
62 Qingdao 5,816,000
68 Singapore 5,624,000
72 Suzhou 5,246,000
76 Zhengzhou 4,942,000
77 Washington DC 4,889,000
79 Harbin 4,815,000
89 Boston 4,478,000
90 Xiamen 4,420,000
94 Dalian 4,183,000
97 Berlin 4,069,000
99 Fuzhou 3,962,000
101 Dubai 3,933,000
299 Amsterdam 1,624,000
832 Geneva 599,000
 
 
 
 

To transform Australia’s cities, it should scrap its car parks

A Sydney car park from above. Image: Getty.

Parking may seem like a “pedestrian” topic (pun intended). However, parking is of increasing importance in metropolitan areas worldwide. On average, motor vehicles are parked 95 per cent of the time. Yet most transport analysis focuses on vehicles when they are moving.

Substantial amounts of land and buildings are set aside to accommodate “immobile” vehicles. In Australia, Brisbane provides 25,633 parking spaces in the CBD, Sydney 28,939 and Melbourne 41,687. In high-demand areas, car parks can cost far more than the vehicle itself.

However, parking is not just an Australian problem. By some estimates, 30,000 square kilometres of land is devoted to parking in Europe and 27,000 km² in the US. This parking takes up a large part of city space, much of it highly valued, centrally located land.

Traditionally, transport planners believed that generous parking allocations provided substantial benefits to users. In reality, excessive parking is known to adversely affect both transport and land use. These impacts, along with recent land-use, socioeconomic and technological trends, are prompting cities to start asking some important questions about parking.

Australian planners must engage with emerging trends to help cities work out the best way to reclaim and repurpose parking space in ways that enhance efficiency and liveability while minimising disruption.

Here we chart likely challenges and opportunities created by these trends over coming decades.

Key trends affecting parking space in cities. Image: author provided.

Land use

All Australian cities have policies to encourage densification, consolidation and infill development in their centres. In conjunction, some cities are setting maximum limits on parking to prevent it taking over valuable inner-city properties.

Transit-oriented development (TOD) has also become popular, at least on paper. This is another form of urban consolidation around transit nodes and corridors. It is known to benefit from high-quality urban design, “walkability”, “cyclability” and a mix of functions.

These developments mean that people who live in CBDs, inner-ring suburbs and near public transport stops will use cars less. Consequently, demand for parking will decrease.

Some non-TOD suburbs are trying to replicate inner-city features as well. For example, some suburban shopping centres have introduced paid parking. This is a significant shift from previous eras, when malls guaranteed ample free parking.

Suburbanites who lack easy public transport access will continue to rely on cars. But rather than driving all the way to a CBD, commuters will increasingly opt for park-and-ride at suburban stations, thereby increasing demand for park-and-ride lots at public transport interchanges. However, excessive capacity might hurt rather than help patronage.


Social trends

In addition to land use, several social trends will affect the need for parking.

First, young people are delaying getting drivers’ licences because driving is culturally less important to them than in previous generations.

Second, people of all ages are moving from outer suburbs to inner cities. For many, this means less driving because walking, cycling and public transport are more convenient in inner cities.

 

inally, the emergence of Uber, Lyft and vehicle-sharing arrangements means that people are not buying cars. Research suggests that each car-sharing vehicle removes nine to 13 individually owned vehicles from the road.

Together, these trends point to a reduced need for parking because there will be fewer cars overall.

Technology

The importance of technology in parking is rising – paving the way for “smarter” parking.

The emergence of a host of smartphone apps, such as ParkMe, Kerb, ParkHound and ParkWhiz, has begun to reshape the parking landscape. For the first time, users can identify and reserve parking according to price and location before starting their journeys.

Apps also make available a host of car parks that previously went unused – such as spaces in a residential driveway. This is because there was no mechanism for letting people know these were available.

In addition, smart pricing programs, such as SFPark in San Francisco, periodically adjust meter and garage pricing to match demand. This encourages drivers to park in underused areas and garages and reduces demand in overused areas.

The advent of autonomous vehicles promises to have dramatic impacts on transport and land use, including parking.

According to one school of thought, mobility services will own most autonomous vehicles, rather than individuals, due to insurance and liability issues. If this happens, far fewer vehicles and parking spaces will be needed as most will be “in motion” rather than parked most of the time.

More space for people and places

The Tikku (Finnish for ‘stick’), by architect Marco Casagrande, is a house with a footprint of just 2.5x5m, the size of a car parking space. Image: Casagrande Laboratory.

The next decade promises much change as emerging land-use, socioeconomic and technological trends reshape the need for, and use of, parking. Cities will devote less space to parking and more space to people and places.

Parking lanes will likely be repurposed as cycling lanes, shared streets, parklets, community gardens and even housing. Concrete parking lots, and faceless garages will likely be converted to much-needed residential, commercial and light industrial use.

The ConversationBy transforming parking, much urban land can turn from wasteland into vibrant activity space.

Dorina Pojani, Lecturer in Urban Planning, The University of Queensland; Iderlina Mateo-Babiano, Senior Lecturer in Urban Planning, University of Melbourne; Jonathan Corcoran, Professor, School of Earth and Environmental Sciences, The University of Queensland, and Neil Sipe, Professor of Urban and Regional Planning, The University of Queensland

This article was originally published on The Conversation. Read the original article.