FOOTNOTES

1This analysis builds on the comparative analysis in the recently published Caralampo Focas, editor, The Four World Cities Transport Study (London: The Stationery Office, 1998). The authors are grateful to that study’s sponsors for making an early draft available. This study extends that work by including additional cities (Chicago and Los Angeles) by presenting financial information including operating expenses and revenues and public investments, and by drawing conclusions about the competitive position of New York.

2 New York is defined as a 25-county tri-state region consisting of the 31-county Regional Plan Association region less the six largely rural counties of Hunterdon, Sussex, and Warren in New Jersey, Sullivan and Ulster in New York and Litchfield in Connecticut. The Chicago metropolitan area consists of 13 counties in Illinois, Indiana and Wisconsin. The Los Angeles metropolitan area consists of five counties. The Tokyo metropolitan area consists of 23 wards which form Tokyo’s densely built-up area, 27 cities mainly developed as the residential area, and three prefectures which surround the Tokyo Metropolis. The Paris metropolitan area is the administrative region known as Ile-de-France; it consists of the city of Paris and seven surrounding departments. The London metropolitan area is the 33 boroughs comprising Greater London.

3 The Manhattan central business district is defined as the area south of 60th Street.

4 Tokyo’s central business district is defined as the three central wards of Chigoda, Chao and Minato.

5 London’s central business district is defined as the "central statistical area" and includes the Corporation of London and portions of six other boroughs. The Paris central business district includes 11 arrondisements in central Paris.

6The definition used for the three American metropolitan areas is for the urbanized area, smaller than the area definitions used elsewhere in this report since the highway extent and use data are available only on this basis. Urbanized area is an official U.S. Census definition that excludes undeveloped minor civil divisions (municipalities) in some counties. The precise definition is available in U.S. Bureau of the Census, County and City Data Book:1994, 12th Edition (DC: U.S. Government Printing Office, 1994).

7 The costs of delay consist of the value of time lost and costs associated with the additional use of fuel. In the calculations, travel speed reductions from congestion are converted to time losses, and time is valued based on national average wage rates. Fuel costs are based on average miles per gallon of cars and trucks separately and the local price of fuel.

8 Highway investments for New York and Chicago are the annual average calculated from each region’s metropolitan planning organization’s multi-year Transportation Improvement Program or TIP. The estimate for New York consists of two parts: the annual average from the 1993-1994 to 1998-99 TIP for New York Metropolitan Transportation Council (NYMTC) plus the TIP from the North Jersey Transportation Planning Authority for the 1998 to 2002 period. For Chicago, the estimate is for 1997 based on a tabulation from their most recent 5-year TIP. For Los Angeles it is based on the TIP developed by the Southern California Association of Governments for the 1996 to 2003 period.

9 In addition to gasoline taxes, auto buyers in the U.S. also pay local and state sales taxes and registration fees. In London, purchasers pay a value-added tax as well as a registration fee. In Tokyo, auto buyers pay a value-added tax as well as local registration and use fees. The registration fees are annual fees while the purchase fee is a one-time fee. Per mile comparisons are difficult as length of ownership and annual use vary substantially among the cities.

10 U.S. Department of Transportation, Federal Highway Administration, Highway Statistics, 1996 (DC: U.S. Department of Transportation, 1997).

11 Metropolitan Expressway Public Corporation, Tokyo Metropolitan Expressway Annual Report (Tokyo: Metropolitan Expressway Public Corporation, 1995).

12 Department of the Environment, Transport and Regions, Transport Statistics for London 1997 (London: The Stationery Office, November 1997); Syndicat des Transports Parisiens, Memento de Statistiques 1996 and <www.stp.paris.fr>, quelques chiffres 1996, rapport d'activite 1996, Public Transit Systems at the Service of Ile-de- France Travelers; Caralampo Focas, editor, The Four World Cities Transport Study (London: The Stationery Office, 1998).

13 Syndicat des Transports Parisiens, Memento de Statistiques 1996 and <www.stp.paris.fr>, quelques chiffres 1996, rapport d'activite 1996, Public Transit Systems at the Service of Ile-de-France Travelers; Caralampo Focas, editor, The Four World Cities Transport Study (London: The Stationery Office, 1998).

14 Metropolitan Transportation Authority, Strategic Business Plan 1999-2003 (NY: Metropolitan Transportation Authority, July 1998), 1269(d) Appendix, p. 5; and Caralampo Focas, editor, The Four World Cities Transport Study (London: The Stationery Office, 1998), p. 144.

15 Focas, op. cit.

16 New York Metropolitan Transportation Council, Regional Transportation Statistical Report 1996 (NY: New York Metropolitan Transportation Council, 1997).

17 Comptroller of the City of New York, "Dilemma in the Millennium: Capital Needs of the World’s Capital City," August 27, 1998.

18 See Tom Parkinson and Ian Fisher, Rail Transit Capacity, Transit Cooperative Research Program Report 13 (DC: National Academy Press, 1996), pp. 19-22 and 32-37.

19 STV Incorporated, "Major Investment Study for the Long Island Transportation Corridor: Long Island Rail Road East Side Access Project," (March 1998), pp. 4-26.