In a subjoined table will be found in a condensed form carefully collected figures and data concerning these matters.

The creek is crossed by five bridges, namely, two at Paulsborough, two at Berkley, and one at Mantua. Two of these, one at Paulsborough and one at Berkley, are railroad bridges; the other three are turnpike bridges. The two bridges at Paulsborough are draw-bridges, with openings of 35 and 40 feet. The three upper bridges are permanent, the last one, at Mantua, being at the head of navigation.

The obstructions to navigation commence at the mouth, a bar with 8 feet maximum low-water depth closing the channel, which in the creek shows 10 and 12 feet of water. A little below Richmond's dock the depth is again diminished to 8 feet, and so at present the large schooners that carry the trade of the phosphate works cannot as a rule enter the creek, but have partially to load and unload outside the bar.

From Richmond's up to Paulsborough there is at present a 6-foot low-water channel which, if it were clear and unobstructed, would answer almost all purposes, nothing drawing more than 9 feet going up to Paulsborough. But this channel is narrow and tortuous in many places, and notably so at three points given on the detail-sheet, viz, in Long Reach, in Susie's Reach, and in Gravel Reach.

From Paulsborough to Berkley the trade is carried by craft under 64 feet draught, and these vessels find their way easily up to Mulford's Reach, a little below Hoffman's dock. There a gradual and general shoaling up of the creek commences, and on reaching Mantua we find little more than 2 feet of water at low-water. At the same time it must be remembered that the two permanent bridges at Berkley (which are 12 feet high in the clear at low-water) do not allow the passage of anything that cannot strike its mast, and consequently the upper trade is carried by canal-boats and small sloops drawing only, say, up to 5 feet of water.

A channel 80 feet wide at the bottom and 10 feet deep, with side slopes of 1 on 4, as far up as Richmond's, would necessitate the removal of 26,000 cubic yards of sand and mud; a channel 75 feet wide and 7 feet deep from Richmond's to Paulsborough would necessitate the removal of 20,000 cubic yards sand and mud; a channel 50 feet wide and 6 feet deep from Paulsborough to Berkley would necessitate the removal of 23,000 cubic yards of sand and mud, and a channel 40 feet wide and 4 feet deep from Berkley to Mantua would necessitate the removal of 20,000 cubic yards of sand and mud.

Putting the prices for dredging at, respectively, 35 cents per cubic yards for the mouth and 40 cents above

The cost for the improvement from the mouth to Richmond's would be

Richmond's to Paulsborough.

Paulsborough to Berkley
Berkley to Mantua

Representing a total of

Paulsborough:

......

BRIDGES SPANNING THE CREEK.

1. Delaware Shore Railroad Bridge, draw with 35-foot opening. 2. Crown Point Road Bridge, draw with 40-foot opening.

Berkley:

$9,100

8,000

9,200

8,000

34, 300

3. Swedesborough Turnpike Bridge, permanent, 26-foot span, 12-foot clear height. 4. Swedesborough Railroad Bridge, permanent, 25-foot span, 12-foot clear height. Mantua:

5. Mullican Hill Turnpike Bridge, permanent.

SURVEY OF MAURICE RIVER FROM DELAWARE BAY TO MILLVILLE, CUMBERLAND COUNTY, NEW JERSEY.

UNITED STATES ENGINEER OFFICE,

Philadelphia, Pa., February 3, 1882.

SIR: I have the honor to make the following report on the survey of Maurice River, New Jersey, called for in the act of March 3, 1881. The report by Mr. Gieseler, assistant engineer, who had charge of the field-work, and his chart, in three sheets, drawn to a scale of 500 feet to the inch, are submitted herewith.

Maurice River is one of the largest streams in Southern New Jersey. It drains an area of about 400 square miles, covering the greater part of Cumberland County, with portions of the bordering counties of Salem, Gloucester, and Atlantic, and discharges southward into Delaware Bay, through Maurice River Cove, which occupies the upper part of the notable widening of the bay just inside of the capes.

Several thriving towns are built upon the banks of the river, and Millville, at the head of navigation, distant from the mouth 13 or 14 miles in a straight line and 24 miles by water, is a prosperous manufacturing center, with a population of 8,000.

Between Millville and Mauricetown, which is half way to the bay, the stream has a tolerably direct course southward and eastward, with upland, sometimes bold, shores and moderate expanses of meadow.

For about 4 miles below Millville the navigation is much obstructed, the low-water channel depth varying from 2 to 10 feet, the low-water widths from 200 to 400 feet, and the high-water widths from 300 to 800feet.

Near "Ferguson's" the 6-foot low-water channel becomes a permanent feature, with a gradually increasing width, and soon after, the 10-foot low-water curve also becomes continuous thence to the mouth.

Below Mauricetown the margins of the fast land recede, both banks. are level and liable to overflow unless protected by dikes, and the tortuous channel, with general direction to the southward and westward, traverses broad expanses of salt meadow.

Port Norris, on the limit of the fast land, is about 3 miles from the bay.

The river in its lower section varies from 500 to 1,000 feet in width, with channel depths in excess of 10 feet, and long stretches of 20 feet and over. Soon after emerging into Maurice River Cove the 10-foot curve closes, and then the 6-foot, leaving an available depth of entrance of about 5 feet at low-water.

The rise of tide at the entrance is 6.1 feet, reduced at Millville to 5.2 feet, and the tidal wave traverses the 24 miles in two and one-half hour, with an average velocity of 9.6 miles per hour.

The obstructions to navigation are confined to the approach from Delaware Bay through the cove and to the upper 4 miles below Millville. The shoaling in this latter section, shown in sheet 1 of the chart, is probably due mainly to the washings from streets and other drainage, combined with imperfect attempts at channel improvement by the city.

Mr. Gieseler's estimate to make a 6-foot low-water navigation, with channel width to Millville of 100 feet, and for a short distance along the city front above the bridge a 4-foot navigation, putting the cost of dredg ing at 35 cents per cubic yard, is $112,000.

The dredgings can be disposed of to advantage by depositing them above the low-water mark in those enlargements of the river where the width is excessive.

The broken lines on the chart indicate, in part, what should be the position of the high-water banks, in order to better the hydraulic conditions and give comparative permanence to the improvement. The cutting off of the peninsula near Silver Run appears to be quite necessary for a good navigation, and this involves a readjustment of adjacent shore-lines.

The Riparian Commissioners of the State of New Jersey have drawn lines of solid filling for the entire length of the navigable part of Maurice River, and since the attainment and future maintenance of a satis factory navigation depend, in great measure, upou a proper regulation of the stream by means of a judicious adjustment of the shore and wharf lines, modifications in the location of the commissioners' lines, which at present follow rather closely the lines of low-water, will be necessary at several points.

According to Mr. Gieseler's data the tidal volume of Maurice River is to the fresh-water volume as 500 to 20, or as 25 to 1. The navigable section should, therefore, be regarded and treated as almost purely tidal. Such being the case, the areas between high and low water limits are the tidal reservoirs for all parts of the river below, and excessive encroachments upon them by the undue projection of the lines of solid filling will involve certain loss of tidal volume, with a corresponding loss of capacity for maintenance. To advance the high-water banks so far into the stream as the low-water marks would not only perpetuate existing unfavorable conditions, but would permanently reduce the tidal volume of the stream, which is the main source of power, by from 25 to 30 per cent., and a corresponding loss of depth would inevitably result. This loss of depth, by obstructing the tidal flow, would again react upon the tidal volume, with additional diminution of both elements. It is evident, in fact, that were the high-water banks to be continually advanced to the low-water mark for the whole length of the stream, the river from loss of width and depth would gradually become non-tidal, the head of navigation would constantly approach the mouth, and ultimately the cross-section would shrink to little more than that due to the fresh-water flow.

The proper regulation of the high-water banks is therefore an extremely important element, and should be based upon broad engineering and not upon merely local considerations. Correcting both excessive enlargements and contractions, they should be held apart, with a gradual approach upstream, and be so drawn as to secure a uniform flow, avoiding angles and sharp turns.

The tendency with riparian owners wishing to secure a landing is to build out to such depth as may be required, without reference to any other consideration. There would be no objection to such an extension

of wharves if they were built in a proper manner, and the remaining width of fairway were sufficient for the free passage of vessels; but, as a measure of economy, they are frequently made solid, an obstruction is formed, and the navigation in time becomes seriously injured. Were the wharves built upon narrow piers consisting of lines of piles parallel to the current, and the deck laid above the plane of high water, little loss of tidal volume or interference with the movement of the water would ensue.

Maurice River is a stream of considerable power and great natural value to the section of country which it drains. Its commerce is already large in amount, and prospectively much greater. Nothing has been done for the improvement of its navigation, nor, up to the present, has any great injury occurred.

The State of New Jersey reserves a general jurisdiction over lands lying outside of high-water mark, and, by means of the State Riparian Commission, regulates beneficially the use of the submerged lands and the nature of the structures erected thereon.

There is every reason to believe that the commission will, within the authority granted them, exercise a wise discretion in defining the extension and character of shore lines and structures, with the view of protecting the general interest of the river, and will make such alterations in existing lines as may be necessary to bring them in conformity with the needs of the navigation interpreted by sound engineering principles. It seems proper at this time, when Congress has ordered an examination of the stream, to invite attention to the principles that should control in the adjustment of the shore lines and structures, in order that nothing may be done or permitted that shall be prejudicial to the future navigation.

The existing conditions at the entrance are unfavorable to an increase in the channel depths, unless at a very great cost.

From the 6-foot low-water curve at the mouth of the river to the corresponding curve in the bay, the distance is about 24 miles, over which the low-water depth is 5 feet. Between the 6-foot and 12-foot curves in the bay the distance is nearly 4 miles more. Any attempt to deepen the entrance would involve an immense amount of dredging, besides extensive permanent works to secure the increased depth, as the gales from south to northwest disturb the bottom greatly and make constant inroads upon the extensive marshes bordering the cove.

The construction of two small lights, one on the north bank near the blacksmith shop, the other back in the marsh, to form an entrance range, as suggested in Mr. Gieseler's report, would be of great advantage to the large fleet of vessels frequenting the locality, and is nearly the only improvement that could be effected without a heavy outlay. Dredging estimate near Millville, 320,000 cubic yards, at 35 cents.

Removal of wreck near entrance.

Total estimate..

Respectfully submitted.

$112,000

2,500

114,500

The CHIEF OF ENGINEERS, U. S. A.

WILLIAM LUDLOW,

Captain of Engineers,
Bet. Lieut. Col., U. S. A.

REPORT OF MR. E. A. GIESELER, ASSISTANT ENGINEER.

UNITED STATES ENGINEER OFFICE,
Philadelphia, January 27, 1882.

COLONEL: I have the honor to report as follows upon the survey of Maurice River, New Jersey:

The survey extended over the entire course of the river from Millville to the mouth, including a part of Maurice River Cove, a total distance of about 25 miles, measured on the water.

The field work was executed between the 25th August and the 14th October, 1881. A triangulation, consisting of one hundred and twenty stations, was laid over the entire river.

A connection of the triangulation with two points (viz, the East Point and the Egg Island light-houses) geographically fixed by the Coast Survey was effected, and thereby the latitude and longitudes as shown on the map were determined.

No detailed location of the shore lines was executed, the New Jersey Riparian Commissioners' map on file in the United States Engineer Office furnishing the greater part of the required details in this respect.

Three tide-gauges were established in the river, viz, one at the mouth, one about half way up, at Mauricetown turnpike bridge, and one at Millville.

The high and low water observations on these gauges were continued for a period of about forty days, and from their results mean height and duration of rise and fall, as well as a number of other data, have been computed as shown in the tidal notes and diagrams of the map. High and low water both traverse the distance from the month to Millville in almost exactly the same time, viz, about two and a half hours. But while the motion of the high-water is accelerated as it passes up the river, that of the low-water is retarded in just about the same proportion. The distance from the mouth to Mauricetown is traversed in one and a half hours by the high-water, while the equally long distance from Mauricetown to Millville only consumes one hour. The lowwater, on the other hand, traverses the same distances in respectively one hour and one and a half hours.

The changes of current take place at the mouth about one hour, at Mauricetown about half an hour, after high and low water. At Millville the flood current changes a little before high-water stand, while the ebb current changes about three-quarters of an hour after low-water stand.

Thus, while at the mouth and at Mauricetown the duration of flood current and the duration of ebb current are, respectively, equal to the duration of rise and duration of fall, at Millville the duration of ebb current is one hour longer than the fall, and that of the flood current one hour shorter than the rise.

High and low water stands are about equal in duration at the mouth, while at Mauricetown and Millville we find long high-water and short low-water stands. From the data available the mean tidal volume of the river has been computed at about 500,000,000 cubic feet. Of this amount about 20,000,000 cubic feet may be fresh water received during flood-tide. About the same amount being received during the ebb-tide, the entire discharge in the six hours and twenty minutes of the ebb at the mouth amounts to about 520,000,000 cubic feet.

The greatest mean velocity of ebb current at the mouth appears to take place at about four hours and thirty minutes after high-water. The discharge at this time through a cross-section of 11,400 square feet is 29,000 cubic feet per second, giving a mean velocity of 2.55 feet per second. The same calculation as made for Mauricetown gives a much smaller figure, due in a measure to the fact that vast areas of overflowed meadows lie below Mauricetown.

It should be mentioned here that there is a certain element of doubt connected with the tidal data as computed for Millville. The fresh-water supply of the river at that place is drawn from a large pond of about 800 acres in area, and, say, 20 feet in average depth. This pond, which is the receiving reservoir of a number of small waterruns, is closed by a dam at the point where the river leaves it, and its head of wateris utilized in propelling the machinery of various industrial establishments at Millville. During the dry season there is no overflow over the dam, and all the fresh water entering the river is that passing out of the above-mentioned factories. This was the state of affairs during the entire duration of the survey. In spring and fall, however, I am reliably informed, there is a considerable overflow, which, no doubt. must have an influence on the height and duration of tides at Millville. The tidal data computed for this place cannot, therefore, be regarded as reliable as those computed for Mauricetown and the mouth.

The banks of the river are well settled, Millville, Port Elizabeth, Bricksborough, Mauricetown, Leesburg, Dorchester, and Port Norris being the principal places, and the trade and manufacturing interests of these in glass, iron, bricks, sand, farm products, oysters, &c., are very considerable.