Transport systems in major cities of southern countries usually evoke apparently archaic services with anarchic organization. These stereotypes result from a lack of understanding of these systems. Today, several metropolises of southern countries have transport services without any centralized management. Alternative solutions have appeared which are based on individual initiatives. Owing to the weak standard of living in developing countries, individual cars owners are rare. A lot of megapolis exceeds one million people without public transportation system. Furthermore, in many cases bicycle is not used. However, despite a considerable technological delay, some megacities succeed to constitute an effective urban transport network, although it is informal. We offer an analysis of these systems in order to understand their spatial, social and economical structures. We focus on spatial dynamics and temporal fluctuations, treating specifically the case of Lima. We based on survey data sensed on the field with partnership of IRD in the course of 2012. The system of urban transportation is based on short‐term profitability of the different providers operating in a market. The economical sector concerned is defined as artisanal and governed by liberal principles. For service operators, profit maximization rests on the capacity to adapt to direct demand. Therefore, competitive and complementarity relations develop. It pushes the operators to open new routes to reach unexploited markets with the aim of earn better wages. This mode of operation allows for an extended coverage of the urban area.