N.Y. Development of Port of New York 43/22 § 1: Principles to govern the development: First

Chapter 43 of the laws of 1922 relating to

the development of the port of New York

Whereas, The states of New York and New Jersey on the thirtieth of

April, nineteen hundred and twenty-one, pursuant to chapter one hundred

and fifty-four of the laws of nineteen hundred and twenty-one of New

York and chapter one hundred and fifty-one of the laws of nineteen

hundred and twenty-one of New Jersey, did enter into a compact or

agreement which pledged the two states to faithful cooperation in the

future planning and development of the port of New York, and which,

furthermore, created the port of New York district, as therein

described, and the port of New York authority, a body politic and

corporate, as an instrumentality or agency of the two states to

effectuate such pledge of cooperation;

And whereas, The said compact or agreement provides in article ten

thereof that the "legislatures of the two states, prior to the signing

of this agreement, or thereafter as soon as may be practicable, will

adopt a plan or plans for the comprehensive development of the port of

New York";

Now, therefore (the state of New Jersey by appropriate legislation

concurring therein), the following be and it is hereby adopted as the

comprehensive plan for the development of the port of New York under and

pursuant to said compact or agreement:

Section 1. Principles to govern the development:

First. That terminal operations within the port district, so far as

economically practicable, should be unified;

Second. That there should be consolidation of shipments at proper

classification points so as to eliminate duplication of effort,

inefficient loading of equipment and realize reduction in expenses;

Third. That there should be the most direct routing of all commodities

so as to avoid centers of congestion, conflicting currents and long

truck-hauls;

Fourth. That terminal stations established under the comprehensive

plan should be union stations, so far as practicable;

Fifth. That the process of coordinating facilities should so far as

practicable adapt existing facilities as integral parts of the new

system, so as to avoid needless destruction of existing capital

investment and reduce so far as may be possible the requirements for new

capital; and endeavor should be made to obtain the consent of local

municipalities within the port district for the coordination of their

present and contemplated port and terminal facilities with the whole

plan.

Sixth. That freight from all railroads must be brought to all parts of

the port wherever practicable without cars breaking bulk, and this

necessitates tunnel connection between New Jersey and Long Island, and

tunnel or bridge connections between other parts of the port;

Seventh. That there should be urged upon the federal authorities

improvement of channels so as to give access for that type of waterborne

commerce adapted to the various forms of development which the

respective shorefronts and adjacent lands of the port would best lend

themselves to;

Eighth. That highways for motor truck traffic should be laid out so as

to permit the most efficient inter-relation between terminals, piers and

industrial establishments not equipped with railroad sidings and for the

distribution of building materials and many other commodities which must

be handled by trucks; these highways to connect with existing or

projected bridges, tunnels and ferries.

Ninth. That definite methods for prompt relief should be devised which

can be applied for the better coordination and operation of existing

facilities while larger and more comprehensive plans for future

development are being carried out.