is unique in that it is within the bound aries of two States, New York and New Jersey, each an inde pendent sovereignty in its own land. As early as 1834 the two States found it necessary to enter into a treaty concerning the jurisdiction of each over the waters of the harbour. In 1917, in its decision in the New York harbour case, the interstate com merce commission said that "historically, geographically and com mercially New York and the industrial district in the northern part of the State of New Jersey constitute a single community" and recommended that immediate steps be taken to reorganize and co-ordinate the terminal facilities at the port. In 1920, the New York-New Jersey port and harbour development commis sion, a bi-State commission appointed by the two States to study the problem, recommended the creation of a port authority and a port district. On April 3o, 1921, the two States entered into a compact or treaty, creating the port of New York district and the port of New York authority. The consent of Congress to this treaty was given by joint resolution approved on Aug. 23, 1921. By the compact, the two States pledged, "each to the other, faith ful co-operation in the future planning and development of the port of New York." The compact provided that the port author ity should consist of six commissioners, three from each State, who should constitute a body, both corporate and politic, with full power and authority to purchase, construct, lease and operate any terminal or transportation facility within the port district ; to own, hold, lease and operate real or personal property; to bor row money and secure the same by bonds or by mortgage upon any property held or to be held by it. No property held by any city, township or other municipality, or by either State, may be taken by the port authority without the consent of such owning body. The treaty provided for the adoption by the two States of a plan for the comprehensive development of the port. In 1922 the legislatures of both States adopted the comprehensive plan submitted and on July 1, 1922, the president of the United States approved the joint resolution of Congress granting its con sent and authority to the port of New York authority to execute the comprehensive plan. Subsequent legislation adopted by the
two States has authorized the construction of four bridges between the States. Two bridges across the Arthur Kill, opened to traffic in 1928, were financed by the sale of $14,000,000 port of New York authority 41% bonds. A total issue of $6o,000,000 4% bonds has been authorized for the construction of the bridge over the Hudson river, between Ft. Washington, New York city, and Ft. Lee, N.J. It is expected that this bridge will be opened to traffic in 1932. Construction work on a bridge to span the Kill von Kull between Bayonne, N.J., and Port Richmond, Staten Island, N.Y., was begun in the summer of 1928. Four per cent. bonds to the amount of $12,000,000 have been issued in connec tion with this bridge. Redemption of the bonds and repayment of advances made by the States will be provided for out of tolls to be charged for the use of bridges. Construction of bridges forms only a small part of the port of New York authority's work and programme. It deals also with the problems of co-ordination of terminal facilities and of carfloating and lighterage arising out of the fact that most of the trunk-line railroads coming from the north and west have their terminals on the New Jersey shore of the Hudson river. It deals also with the problem of relieving the congestion of the valuable water-fronts of the Hudson, so as to leave them free for their appropriate use, that of shipping, rather than receipt and distribution of freight. The erection of union inland terminal freight stations is proposed as a means of lessen ing this congestion and reforming the handling of freight at the port. The port of New York authority acts also as spokesman and defender of the port's interests before the interstate com merce commission and other bodies. (J. H. Co.)