§ 1 — Principles to govern the development: First

Chapter 43 of the laws of 1922 relating to\n the development of the port of New York\n Whereas, The states of New York and New Jersey on the thirtieth of\nApril, nineteen hundred and twenty-one, pursuant to chapter one hundred\nand fifty-four of the laws of nineteen hundred and twenty-one of New\nYork and chapter one hundred and fifty-one of the laws of nineteen\nhundred and twenty-one of New Jersey, did enter into a compact or\nagreement which pledged the two states to faithful cooperation in the\nfuture planning and development of the port of New York, and which,\nfurthermore, created the port of New York district, as therein\ndescribed, and the port of New York authority, a body politic and\ncorporate, as an instrumentality or agency of the two states to\neffectuate such pledge of cooperation;\n And whereas, The said compact or agreement provides in article ten\nthereof that the "legislatures of the two states, prior to the signing\nof this agreement, or thereafter as soon as may be practicable, will\nadopt a plan or plans for the comprehensive development of the port of\nNew York";\n Now, therefore (the state of New Jersey by appropriate legislation\nconcurring therein), the following be and it is hereby adopted as the\ncomprehensive plan for the development of the port of New York under and\npursuant to said compact or agreement:\n Section 1. Principles to govern the development:\n First. That terminal operations within the port district, so far as\neconomically practicable, should be unified;\n Second. That there should be consolidation of shipments at proper\nclassification points so as to eliminate duplication of effort,\ninefficient loading of equipment and realize reduction in expenses;\n Third. That there should be the most direct routing of all commodities\nso as to avoid centers of congestion, conflicting currents and long\ntruck-hauls;\n Fourth. That terminal stations established under the comprehensive\nplan should be union stations, so far as practicable;\n Fifth. That the process of coordinating facilities should so far as\npracticable adapt existing facilities as integral parts of the new\nsystem, so as to avoid needless destruction of existing capital\ninvestment and reduce so far as may be possible the requirements for new\ncapital; and endeavor should be made to obtain the consent of local\nmunicipalities within the port district for the coordination of their\npresent and contemplated port and terminal facilities with the whole\nplan.\n Sixth. That freight from all railroads must be brought to all parts of\nthe port wherever practicable without cars breaking bulk, and this\nnecessitates tunnel connection between New Jersey and Long Island, and\ntunnel or bridge connections between other parts of the port;\n Seventh. That there should be urged upon the federal authorities\nimprovement of channels so as to give access for that type of waterborne\ncommerce adapted to the various forms of development which the\nrespective shorefronts and adjacent lands of the port would best lend\nthemselves to;\n Eighth. That highways for motor truck traffic should be laid out so as\nto permit the most efficient inter-relation between terminals, piers and\nindustrial establishments not equipped with railroad sidings and for the\ndistribution of building materials and many other commodities which must\nbe handled by trucks; these highways to connect with existing or\nprojected bridges, tunnels and ferries.\n Ninth. That definite methods for prompt relief should be devised which\ncan be applied for the better coordination and operation of existing\nfacilities while larger and more comprehensive plans for future\ndevelopment are being carried out.\n