This submission is the final report based on the collection of field and library data by the Rutgers team and the processing of the field samples. This report is based almost entirely on these onsite observations, data collection, and laboratory analyses by the Rutgers team. Selection of sampling sites was determined from the existing hydrographic information and the proposed route selection choices. The existing hydrography was used in all calculations of cross-sections and flows. Sufficient familiarity with the Great Egg Harbor estuary had been gained so as to permit adequate review of the choices of potential channels for relocation of the Intracoastal Waterway and of the issues related to sedimentation rates and maintenance dredging.

Assuming the passage of the Intracoastal Waterway through Rainbow Channel, the recommendation is made to extend the navigable waterway to the east of Bonds Bar Island and thence directly south to re-connect with the existing Intracoastal Waterway channel. The extension of the new Ship Channel westward follows the natural drainage channel that leads from Rainbow Channel and connects with the main channel of the Great Egg Harbor River.

The natural general sedimentation rates in the bay are very low because of the paucity of sediment entering the system. However, there are several area of shoal development that lie astride potential dredged channel locations and they will necessitate initial and maintenance dredging.

There will be a need for initial dredging of the Bonds Bar B channel because of a sizable shoal that must be crossed at its northern entrance. A second, smaller shoal is transected at the southern end of the channel. Regular maintenance dredging will be necessary in the vicinity of these shoals. The natural tidal flows and associated sediment transfers will cause sediment accumulation at both ends of the dredged connections of the Bonds Bar Channel. Some maintenance at the channel termini will be required at frequencies of 2-5 years. The quantities of sand will not be great, but dredging will be necessary to keep a bar from extending across each of the channel entrances.

The new Ship Channel will require dredging to its desired depth and will require maintenance dredging as well. However, the rate of siltation in the Ship Channel will be slower than in the Intracoastal Waterway channel, and dredging may be required only half as frequently.