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.