I. Overview of Quonset Point Davisville

References

The development of the Quonset Davisville Port and Commerce Park presents opportunities, raises complex questions and challenges us all to "do it right." It calls for the public discussion about Rhode Island's future that Grow Smart believes is essential.

While much of the public dialogue over the last year concerning Quonset Point Davisville has focused on the proposal for a new port facility, the Draft Master Plan prepared for the RIEDC also provides specific details concerning the development of the 3,000 acre commerce park and presents the relocation of RI-403 and the Third Rail as integral parts of the overall plan. Grow Smart Rhode Island believes that the entire package needs to be examined as a coherent entity.

The proposed development is an entrepreneurial venture. Like all entrepreneurial ventures, there is the potential for gains but there are also risks. Before undertaking such a venture, investors look carefully at the balance of potential risks and rewards. They want to be sure that the potential for risk has been minimized and that the potential for reward has been maximized.

In this case, the citizens of Rhode Island are major investors. By the time the Commerce Park is fully developed, the Draft Master Plan indicates that more than $200 million (current dollars) in State funds will have been spent. State funds will help to finance on-site infrastructure improvements and two off-site projects -- the Freight Rail Improvement Project and the relocation of RI-403 -- that are considered integral to the proposed plan and to any serious effort to utilize Quonset Point more effectively. In addition, the State will have devoted more than $100 million of the Federal highway dollars allocated to Rhode Island for the relocation of RI-403.

The potential rewards that have been suggested from the project are:

• increase in jobs in Rhode Island
• decrease in transportation costs for RI businesses
• attraction of new businesses, particularly transportation dependent businesses, to the state
• increased taxes and revenues for the State and the Town of North Kingstown
• funding for environmental improvements to Narragansett Bay

The potential risks that have been discussed are:

• increased low-density residential and commercial development in surrounding communities, resulting in loss of open space and loss of the traditional community character that is valued by Rhode Island residents and is a valuable economic development tool
• increased costs for community service in surrounding communities without offsetting revenues
• impacts on quality of life for the neighborhoods immediately adjacent to Quonset Point Davisville
• tying up of land assets during lengthy permitting process
• traffic congestion resulting from increased commuter and freight traffic without appropriate infrastructure
• increased air pollution
• degradation of Narragansett Bay and loss of marine habitat

Rhode Island citizens have the right and the responsibility to determine that questions about minimizing the potential for risk and maximizing the potential for reward have been asked and answered.

Recognizing that the Quonset Point Davisville Port and Commerce Park could have multiple impacts on the State of Rhode Island, the Board of Directors of Grow Smart Rhode Island established a Task Force to look objectively at Quonset's impact on surrounding communities, Quonset's integration into the transportation network, and related issues.

The following report was prepared at the request of that Task Force by Dan Varin, Rhode Island's former head of Statewide Planning and Municipal Affairs. Its primary purpose is to provide both the Task Force and the full Board with a succinct summary of:

• the proposed port and park project;
• planning studies already conducted about the proposed port and park project;
• an analysis of any gaps in the planning process and/or questions raised by existing studies that should be resolved to ensure that potential risks are minimized and potential rewards are maximized.

Five major documents were reviewed in the preparation of the report:

• Quonset State Airport Master Plan prepared in 1987 by the Statewide Planning Program as a condition of transferring the property from federal to state ownership
• Comprehensive Reuse Plan, Davisville Construction Battalion Center prepared in 1994 by the Maguire Group for the Davisville Base Reuse Committee
• Quonset Davisville Planning Review Symposium, a report on the two-session symposium sponsored by the Rhode Island Economic Development Corporation in May, 1996. The report was prepared by Maurice Freedman and Geoffrey Motte.
• Master Plan, Quonset Davisville Port and Commerce Park (draft) by Parsons Brinckerhoff Quade & Douglas, Inc., under contract to RI EDC in 1997
• The two-volume Quonset/Davisville Port Alternatives Report (1999) prepared to provide economic, social, and environmental baseline data for use by the Stakeholder Group established by Governor Lincoln Almond to study alternatives for the port development at Quonset Point.

Material from these and other sources is included to help summarize the planning that has been done to date. Inclusion does not convey acceptance or approval of the information or conclusions reached. Frequent reference to the sources used is made by endnotes in the form "[X-Y]" in which "X" is the document or interview as numbered in the "References" section and "Y" is the page, table, or section number.

What is clear after reviewing the plans listed above is that there are a number of gaps -- ie, infrastructure needs not fully accounted for and implementation questions not yet answered. In order for the State of Rhode Island to maximize the rewards and minimize the risks associated with the Quonset Point Davisville Port and Commerce Park before entering into the full implementation of the plan, Grow Smart believes that the following gaps need to be addressed:

1. It must be determined whether the Hunt-Annaquatucket-Pettaquamscutt stream-aquifer system can supply sufficient water for a fully developed Commerce Park and Port and the surrounding communities that it currently supplies. To minimize the demand on water sources as much as possible, careful consideration should be given to innovative approaches that could be used to obtain water for the project and conserve water on the site. If sufficient water is not available from the current sources, then other potential sources must be identified, bearing in mind overall state needs.
2. Traffic and emission projections must be undertaken using the best traffic modelling programs available.
3. In projecting the timing of the development of the port and commerce park, it must be recognized that the relocation of RI-403 is not scheduled to be completed until thirteen years into the development of the Commerce Park and several years into the operation of the port.

This creates three questions: Will the port's operation be affected in the years before completion of the RI-403 relocation? Can the commerce park attract business, and therefore begin to pay back the infrastructure investments being made, before RI-403 is completed? If the port and commerce park do attract business prior to the relocation of RI-403, what can be done to manage traffic on existing roads and highways?

4. The lack of a connection from RI-4 to I-95 southbound should be addressed.

Resources Management Center over water quality and water use classifications must be

resolved early in the permitting process.

The site now known as Quonset Point Davisville is located in the Town of North Kingstown in Washington County. It consists of two sections. The larger portion is bounded by Narragansett Bay on the east and US-1 (the Post Road) on the west. The smaller portion, known as West Davisville, lies west of US-1.

The Quonset Point Naval Air Station and Air Rework Facility (NAS), the Davisville Construction Battalion Center (CBC) including the Davisville piers, and the West Davisville warehouse and storage area were major defense installations from 1939 through much of the Cold War era.

In 1973, the Navy declared most of Quonset Point NAS and the West Davisville area surplus to its needs, and land and buildings were offered to the State and North Kingstown for civilian use. In 1979, Rhode Island voters approved a $25 million bond issue for purchase and cleanup of the property, and the land and facilities were sold or transferred to the State and the Town of North Kingstown. Efforts to develop Quonset Point Davisville as an industrial park began in the late 1970s, but to date have been only partly successful, despite extensive planning and marketing efforts.

The current proposals for a major port facility and expanded industrial park evolved from actions dating back to 1991. In that year, the Navy declared the Davisville CBC surplus. In 1996, voters approved a $22 million bond issue to finance its purchase and cleanup, and the property was purchased by the State in 1998.

The site is managed by the Rhode Island Economic Development Corporation (RI EDC), successor to the Rhode Island Port Authority and Economic Development Corporation.

The Quonset Davisville site totals 3,047 acres, or 4.7 square miles. It includes Quonset State Airport, a golf course, the Davisville Piers, a marina, approximately 500 acres of wetlands and other environmentally sensitive areas, and approximately 1,320 acres that the most recent plan for the site has determined to be appropriate for development. In addition, the site contains roads and rights-of-way.

Of the 1,320 acres deemed appropriate for development, approximately 385 acres (30%) are currently in industrial use and approximately 935 are vacant. There are 104 companies on the site employing a total of more than 5,000 people. Those companies with more than 500 workers are General Dynamics' Electric Boat Division, the National Guard, and Toray Plastics. Those companies with 100-500 workers are Ocean State Jobbers, NORAD Auto Importers, Seafreeze Ltd., and Custom Design Inc. [20: Vol. I, 2-9 to 2-10]

Although the Davisville piers were not purchased by the state until 1998, they have been available for private use since the mid-1970s. Three companies currently use the piers. [36] NORAD receives vehicles by both ship and truck for processing at Davisville. Work done includes such activities as installing air conditioners and upgrading seats. The numbers of vehicles received during two recent years were:

Year By ship By truck Total

1996 26,927 13,406 40,333

1997 15,432 17,715 33,147

The Seafreeze Company operates five vessels. Fish and squid are off loaded at the bulkhead between Piers 1 and 2 for processing. Aran Fish also operates five vessels. Fish are off loaded at Pier 1 but are not processed at Davisville.

Some of the private firms began operations at Quonset Point Davisville, while others relocated there from other places. The Electric Boat Division is an expansion of the main facility in Groton, Connecticut. Auto imports were previously handled at the Port of Providence. The National Guard was relocated here from T. F. Green State Airport due to lack of space for ground facilities and conflict with the growing number of air carrier operations on the runway system. Some Rhode Island firms needing space for expansion moved to Quonset Davisville from other parts of the state. [1]

With the acquisition of the Davisville piers and waterfront, the Rhode Island Economic Development Corporation (RI EDC) decided to explore prospects for development of a major port facility, while retaining and expanding the industrial park. An intensive planning effort followed, including formulation of tentative development plans, economic and environmental studies, review by a group of stakeholders, and consideration of widely differing concepts for the future of Quonset Davisville.

The Master Plan (Draft) prepared by Parsons Brinckerhoff Quade & Douglas, Inc., and associated consultants, [18] under a $ 225,000 contract with RI EDC, was published in December, 1997, and approved as a preliminary plan by RI EDC in May, 1998. It presents a land use and development plan for the site. Salient features of the plan include:

• Development of currently vacant developable land as follows:

Use/activity Acres

Manufacturing 383

Distribution 468

Office, hotel, retail, other support functions 40

Total 891

• A container cargo port designed to handle a projected 800,000 twenty-foot-equivalent units (TEU's) in the first year and 3,400,000 in year 25. [21:4] The plan proposes to dredge channels serving this area to a depth of 51 feet. Automobiles would continue to be imported, and the total annual number of vehicles handled is projected to increase from 35,000 in 1993 to as many as 110,000 in 2010. [18: 5-22] Existing activities are anticipated to continue at Davisville Pier 1. [18:5-22]
• Continued operation of the airport to avoid violation of the FAA covenants and support the National Guard and general aviation operations. Shortening of runway 5/23, from 4,500 feet to 3,000 feet. This would still accommodate 95 percent of the nation's general aviation aircraft.
• Construction of a new, relocated RI-403 and the partial third rail along with on-site infrastructure improvements at the commerce park. The plan also calls for an enhanced public transit service to an intermodal facility at the entrance to the site, operation of an internal bus system, and development of a system of internal bike paths.

After reviewing the major planning documents prepared to date for the Quonset Davisville site, a number of gaps in planning have been identified.

Quonset Point Davisville is well equipped with the infrastructure needed to support economic development. Water, sewer, central steam, electric, and gas systems, major roads, and railroad lines are valuable assets. Many other industrial sites in Rhode Island have few, if any, of these. There are three problem areas: the source water supply may not be adequate, the sewer system does not serve West Davisville, and the railroad tracks are in need of major repair or replacement.

The water system for the Quonset Davisville service area is operated by the RI EDC. The three wells serving Quonset Davisville have a total pumping capacity of 4.6 million gallons per day (MGD.) Approximately 65 miles of water mains serve all parts of the site, and are in generally good condition. Water use is metered for each customer.

Current average water use at Quonset Davisville is only 0.59 MGD. However, when the port and park are fully developed it is projected that the average daily demand for water could be as high as 3.17 (MGD). [18: 8-1 to 8-2]

The wastewater collection and treatment system is also owned and operated by the RIEDC. Approximately 20 miles of trunk and lateral sewers serve most of the former Quonset Naval Air Station. Sewers have recently been extended to West Davisville.

The wastewater treatment facility was upgraded by the RIEDC (then known as the RI Port Authority) in 1992 and provides secondary treatment. Pretreatment of industrial wastewater is required. Existing capacity is 1.78 MGD average daily flow and 3.56 MGD peak flow. Future flows are projected at 3.48 MGD (average) and 6.4 MGD (peak), excluding any contribution by the Town of North Kingstown. Provision for substantially expanding capacity adequate to meet projected future needs was designed into the plant. The Master Plan (Draft) includes a projected cost of $4.7 million in 1997 dollars to expand the wastewater treatment facility's capacity.

[18:8-14]

Storm drainage is separated from sanitary sewers. A stormwater management plan has not yet been prepared.

Roads

The major roads on the site have recently been reconstructed and are in good condition and suitable locations. Other roads providing access to the industrial locations are in fair to poor condition. This network does not meet the needs of an industrial site. Some can be reconstructed but most should be eliminated and replaced by a more functional system that provides better sites for industrial use, makes truck access more direct, and minimizes auto/truck conflicts. [18: 7-1 to 7-7]

Rail System

The Seaview Railroad operates freight rail service on the site over RI EDC's system of 6.4 route miles and about 23 track miles. The two main trunk lines, serving Electric Boat and the Davisville piers, can be retained but the Master Plan (Draft) calls for the remainder of the system to be reconfigured to provide better access to industrial sites and a multiple track storage yard for the port.

Extensive rehabilitation is needed. Most track dates from about 1940, and some was second-hand at that time. Ties are timber and in very poor condition.. Furthermore, the capacity of typical freight cars has almost tripled since this system was built, from 40 tons to 100-110 tons. Newer rail cars used to transport containers have even greater capacity -- usually 125 tons.

Grade crossings (roadway/rail intersections) are located throughout the site and are in varying condition. Extensive upgrading and uniform safety treatment are needed. [18: 7-17 to 7-21]

The Master Plan (Draft) shows a total cost of $28.3 million in 1997 dollars to upgrade roads and bridges, and to upgrade the on-site rail system. [18: Tables 11.6,7,&8]

Financing for On-Site Infrastructure

The Master Plan (Draft) projects that the cost of on-site infrastructure improvements in 1997 dollars will be approximately $68 million. [18: Tables 11-6, 11-7, and 11-8] The Master Plan [Draft] projects that those costs, escalated to the time of construction at 3.5% per year, will be between just under $88 million [18: Table 11-10] and just under $91 million [18: Tables 11-6, 11-7, and 11-8]. The financing discussion for on-site infrastructure costs in the Master Plan (Draft) is based on the $88 million projection. The Master Plan (Draft) projects that over the 20-year development period, revenues from land sales and leases will be more than sufficient to cover the $88 million on-site infrastructure improvement costs. However, because infrastructure improvements must be made during the first few years of the entire build-out period, and much of the sales/lease revenues will not be realized until the later years of the project, a deficit is anticipated for most of the first fifteen years. [18: 11-9 to 11-12]

The Master Plan (Draft) therefore suggests that on-site infrastructure improvements throughout the commerce park be financed by a combination of state bonds and other funds. Bonds totalling $ 26.7 million are proposed, and a net gain on the transactions of $7,100,000 is anticipated, but not until the last five years of the development program. State and federal grants, together with tax increment funding, are discussed as other potential sources of funds. User fees for rail or other services are not recommended since they would detract from marketing the site.

Any discussion of transportation infrastructure capacity must be based on traffic projections. Traffic projections for Quonset Point Davisville include freight rail, freight trucking, and worker-generated traffic. Since the majority of freight in and out of Quonset Davisville will be associated with the port, freight rail and freight trucking projections are based on two assumptions: the percentage of freight handled by rail, truck and boat and the number of containers that will be handled at the port.

The Master Plan (Draft) assumes that 70% of the containers shipped between Quonset and other points in the United States will be shipped by train and only 20% will be shipped by truck. (The other 10% is projected to be shipped by boat.)

The experience of other United States ports suggests that the percentage assigned to rail is high and the percentage assigned to truck is low. [46: 17] However, other ports that began operation long before the introduction of container cargo and that have grown under physical constraints over the subsequent years may not be able to approach the level of rail use that a port at Quonset, designed to facilitate rail freight use, may achieve. Therefore, the 70 % estimate for rail freight may be reasonable. A study of the rail-truck breakdown for freight from the port at Halifax might be useful, since Halifax was also designed to facilitate rail access. However, in looking at Halifax figures it would be important to bear in mind that Halifax rail freight rates

may be lower since the railroad is owned by the Canadian government. If the rates are lower, then that could encourage rail usage.

Container volume is expressed in TEUs (twenty-foot equivalent units.) The Master Plan (Draft) projects that Quonset's start-up volume could be expected to be 528,000 TEUs, and that that volume could increase to 800,000 TEUs by 2010. [18: 5-6] The developers have projected that at full build-out the port might handle as many as 3,400,000 TEUs. [21]

Freight Rail Projections

Currently, there are two freight trains per day (throughout this discussion, the term "train" refers to a one-way trip.) The Master Plan (Draft) projects up to six container trains per day (approximately 4,000 feet in length) in the year 2010, plus one or two trains for general freight and auto traffic, for a total of 6-8 trains. [18: 7-24] The Freight Rail Improvement Project study anticipated a demand of up to 10 freight trains per day. [23 and 24]

Truck/Automobile Traffic Projections

The Environmental Impact Study conducted for the proposed expansion of Route 403 used significantly lower traffic figures than are projected in the current Master Plan (Draft.)

The Master Plan (Draft) estimates that, at build-out, the average daily traffic to and from the site (both the port and commerce park) will be 71,671 vehicles, with a morning peak hour inbound of 8,973 and an afternoon peak hour outbound of 7,724.

The subject of traffic projections also raises the issue of air quality. The US Environmental Protection Agency sets standards for six pollutants under the Clean Air Act Amendments of 1990. Rhode Island is well within the standards established for five of the six pollutants. However, the state already exceeds the latest ozone level standards established by USEPA, and it is expected that the state will continue to do so for the forseeable future. This means that any new business or industrial activity that emits volatile organic compounds can only be introduced in the state if its sponsors can demonstrate that there has been a reduction in volatile organic compounds at some other source. This hindrance to economic development possibilities would be eliminated if the state were able to bring its ozone level into compliance with the new standards. The state's ability to do that could be lessened if automobile and truck traffic were to increase markedly as a result of port and commerce park-generated traffic.

The on-site freight rail system at Quonset Davisville connects to the Amtrak main line at West Davisville. The main line freight service is operated by the Providence and Worcester Railroad.

Along the 22+ miles of track between West Davisville and the "Boston switch" in Central Falls, passenger service and freight service either share the same track or run on existing sections of parallel track. The Amtrak main line is scheduled to be converted to high speed rail in October, 1999, and, following that conversion, the number of Amtrak and MBTA commuter trains running on the main line is projected to increase. The existing main line alone could not handle the increases projected for both freight and passenger trains.

To address this situation, the Department of Transportation completed a major investment study in 1996 and a final environmental impact statement and Section 4(f) evaluation in 1998 and determined that a partial third track, paralleling the Amtrak main line for almost 8 miles, could be constructed. The preferred alternative [plan] developed as a result of the project Environmental Impact Statement would locate the third rail additions in Hillsgrove (Warwick), Cranston, and from Atwells Avenue in Providence to the Boston Switch in Central Falls. The partial third track, combined with existing freight track, will remove freight traffic from all but 5 of the 22 miles of Amtrak main line affected. [24:7]

This project is scheduled in the state's Transportation Improvement Program for fiscal years 1998 to 2001. The estimated cost of the third rail project is $122 million. [23 and 24] The project is being funded with a combination of special appropriations from the Federal Railroad Administration and state general obligation bonds. The Federal-state cost split is 50-50. Federal aid highway funds will be used to increase highway bridge clearances at some locations. [24: 16]

The project will require the State to issue general obligation bonds in the amount of $50 million, authorized by Rhode Island voters in 1996, and $18 million in Federal and State highway funds. [FY 2000 Budget, FY 2000-FY2004 Capital Budget: 40-41.)

Quonset can be approached by road from the north and south via US-1 (the Post Road) and from the west via RI-403 (Davisville Road/Devil's Food Road.) The annual average daily traffic (AADT) on the routes leading to and from Quonset is already high, given the age and condition of the roads:

Road 1997 AADT

US-1 north of Quonset Davisville 18,500

US-1 south of Quonset Davisville 2,500

RI-403 west of Davisville 13,000

RI-403 is the principal means of access to Quonset Davisville by road. This two-lane road connects RI-4 at Frenchtown Road with the main entrance to the Quonset Davisville site. RI-403 is not a viable truck route and will not have adequate capacity if the site is fully developed as planned. The road frontage is heavily built up with housing, and several streets in new subdivisions have been connected to the road. The number of driveways and intersecting streets and the lack of separation of traffic moving in opposing directions create major safety issues.

Furthermore, few major industrial parks have been successfully developed on secondary roads. Businesses will generally not select a site in an area not directly served by a limited access highway, regardless of other advantages and amenities offered. Absence of a satisfactory highway connection has been a factor retarding development of Quonset Davisville since the Navy made it available to the state for development.

Transportation 2010: Ground Transportation Plan, State Guide Plan Element 611 published in 1992, recommended that RI-403 be relocated, and a final Environmental Impact Statement was completed in 1995. This relocation is going forward, divided into two phases:

• Phase I will be the construction of the interchange of US-1 and RI-403 extending west to School Street. [43] Rhode Island's current Transportation Improvement Program (TIP), which covers Fiscal Years 1999-2004, schedules Phase I to be completed in fiscal years 1999-2002, at a cost of $50 million. That funding is allocated in the state's current Transportation Improvement Plan.
• Phase II will be the construction of the new highway itself. Phase II is tentatively programmed for fiscal years 2005 to 2011 at a projected cost of $61.5 million. [39:6.8 and tables following and 43.]

The second option is using RI-138 or RI-102, which both extend east-west across Washington County, to link I-95 on the west and US-1 on the east. Any trucks taking one of these routes would exacerbate an already significant problem. These two-lane, winding rural roads serve existing centers and large areas of farm, forest, or undeveloped land. Both roads must accommodate a significant part of any commuter traffic that originates in Washington County. RI-138 passes through Kingston Village, and impacts of higher traffic volumes on Kingston Village are of particular concern to residents and historic preservationists (the village is on the National Register of Historic Places). Signs and other devices can shift some traffic to US-1 in Westerly (exacerbating the problems of the half-complete Westerly Bypass), Charlestown, and South Kingstown, but this would offer only a small degree of relief.

The provision of a variety of transportation alternatives with an emphasis on public transportation could

• increase the ability of inner-city residents without automobiles to access jobs at Quonset
• mitigate traffic congestion around Quonset at peak hours and mitigate pollution impacts
• make urban centers more attractive residential choices.

Current bus service by RIPTA to Quonset Davisville is provided by the routes connecting Providence with Jamestown and Narragansett. There are nine round trips daily, and the time schedule is not coordinated with work schedules of the major employers at the site. The boarding point at Quonset is on US-1 at the main gate and is not within easy walking distance of any major employer now at the site.

Quonset State Airport occupies 754 acres within the Quonset Davisville Industrial Park boundaries. The airport currently has two runways. Runway 16/34, the primary runway, is 7,998 feet long and is the longest runway in the State. Runway 5/23 is 4,003 feet long. It provides the necessary alignment with crosswinds needed for smaller aircraft. The main operator at the airport is the Air National Guard.

The airport and the golf course were transferred to the state and town, respectively, in the mid-1970s under federal law providing for such transfers, contingent on their continued maintenance and use for the purposes specified.

The conditions accompanying transfer of the airport appear in the deed. Those of most interest to development of a port and commerce park can be summarized as follows [17: 252-276]:

The property must be used for public airport purposes forever, and must be maintained in a safe and serviceable condition.

Aerial approaches must be kept clear; the state must prevent the "construction, erection, alteration, or growth" of any obstruction.

Aircraft of any federal agency can use the airport without charge; during a national emergency, the United States has the right of exclusive or non-exclusive use of the airport.

When requested, the state will furnish to the United States facilities for air traffic control, weather or communications activities related to air traffic control, within four months of a written request.

The state may not enter into any transaction that affects its ability to observe all restrictions and covenants.

The property may be reclaimed by the United States within 60 days of failure to comply with any terms, conditions, reservations, or restrictions. Reversion may also occur if any clause of the deed is declared invalid.

An adjoining parcel in industrial use is designated as an airport revenue area. All revenues from this parcel must be used to support Quonset State Airport or, if not needed for this purpose, may be used at any other state airport.

The airport deed restrictions have major implications for development of part of the property. For example, the entire area between the main runway and the seawall is covered by air navigation restrictions. [29: 2.32] FAA regulations would also limit, for example, the areas in which the tall cranes used at a container cargo port could be located.

As a result, the Master Plan (Draft) includes a cost estimate of $70 to 100 million for relocating the airport. [18: 4-20] This represents the costs of land acquisition and construction, but does not include costs of constructing highway access and other supporting infrastructure for a relocated airport. Neither does it include the costs of relocating existing residents and businesses from the site chosen. Any feasible airport site in Rhode Island would require some relocation of residents and, probably, a few businesses.

A project of this scope raises questions both about the impacts of residential/commercial development that may be stimulated by the project and about quality of life issues. The Alternatives Report states that "No assessment of impacts on facilities, land use, housing market, urban sprawl, or other socioeconomic issues from the proposed development has been conducted." [20: Vol. I, 5-94]

The past two decades have seen clear demographic trends in Rhode Island, including the movement of large numbers of people to coastal and rural communities and the aging of the population. The Statewide Planning Program’s 1997 population forecasts through the year 2020 take those factors into account. The forecasts also take into account some further economic development at Quonset Davisville, but not all the employment increases projected for the particular plan now undergoing review. Those forecasts project that Washington County will continue to be the most rapidly growing area of the state through the year 2020. Kent and Newport Counties are also expected to experience population growth, while the rest of the state sees a stable or slightly declining population. [30: 5-97]

Projected Population Growth in Rhode Island, 1990-2020

Area 1990 2000 2010 2020

State of R I 1,003,464 1,011,960 1,031,245 1,056,581

Percent change 0.8 1.9 2.5

Washington County 115,005 121,409 135,468 151,933

Percent change 5.6 11.6 12.2

In 1997-98, during its update of the Industrial Land Use Plan, the Statewide Planning Program prepared forecasts of employment within Rhode Island. Washington County is projected to see even more rapid growth in employment than in population in the next two decades. [27]

Projected Number of People Working in Rhode Island and in Washington County

Area 1990 2000 2010 2020

State of R I 405,772 446,670 491543 537,812

Percent change 10.1 10.0 9.4

Washington County 80,089 86,702 98,146 110,986

Percent change 8.2 13.2 13.1

This pattern is consistent with the post-World War II trend of suburbanization and decentralization. Employment growth, like population growth, is shifting to the southern part of the state.

The preliminary Master Re-Use Plan for the port and industrial park prepared in 1996 by QPD Intermodal, Inc. (QPDI – now known as Quonset Point Partnership) estimated that "annual direct and indirect jobs" would exceed 14,000 once the site was fully developed. [8: C-6] The Master Plan (Draft) prepared in 1997 for the RIEDC substantially increased the 1996 projections. It estimates a total of about 26,928 jobs at build-out:

Existing commerce park employees - 1997 4,500

Additional commerce park employees at total build-out 18,676

Seaport 3,752

Total 26,928

The plan noted that 2/3, or approximately 2,500, of the 3,752 employees associated with the seaport would be "at-place" employees. This presumably means jobs located on the site. The remaining 1,200 or more jobs apparently include truck drivers, crews of ships, and others who come to the site but are based at other locations. [18: Table 4.6]

The impact of the employment numbers envisioned in the Draft Master Plan at full development could be much greater than anything experienced in the past six decades.

The peak level of employment at Quonset Davisville came in 1942, when 15,350 Navy personnel and civilians worked at the site. [27] The Master Plan (Draft) projection for employment at Quonset Davisville at full build-out exceeds the 1942 figure by more than 10,000 workers. Furthermore, a large portion of the earlier peak were Navy personnel who lived in base housing. Suburbanization was a minor factor in the state in 1939-41, so most civilian employees commuted from the then-established urban centers or lived in temporary housing on-site.

The Alternatives Report includes a "socioeconomic baseline" based on the presumption that the area most likely to be influenced by the port and commerce park is defined by the pattern of residence of the workers presently located there. Commuting convenience was also factored into consideration. [20: Vol. I, 5-94 to 5-137] Based on those considerations, the report identifies thirteen municipalities where new employees at Quonset Davisville are most likely to live. They are North Kingstown, Warwick, Coventry, West Warwick, Cranston, South Kingstown, Providence, East Greenwich, Exeter, Johnston, Narragansett, West Greenwich, and Jamestown. Residents from those communities accounted for about 72 percent of total employment at Quonset Davisville in 1995 and more than 81 percent of total employment in North Kingstown in 1990. [26: 1.26] Communities outside of this region would also be affected, but presumably to a lesser degree.

The report then surveys four factors indicative of the capacity of those thirteen communities to accommodate and manage additional development: (1) availability of municipal services including water and sewer systems; (2) capacity of schools and planned expansions; (3) police and fire protection; and (4) growth management measures in place or planned.

A fifth significant factor, not analyzed in the report, is the availability of vacant land. Large amounts of vacant land in a municipality tend both to attract development and to hold land prices down. Little development can occur in a community that has little vacant land.

By combining the Alternatives Report's assessment of capacity to accommodate growth for each of the thirteen municipalities with the factor of vacant land available in each municipality, towns can be grouped into the following categories. The categories are ranked in descending order of towns likely to be presented with the greatest challenges in managing growth pressures while protecting their community character.

Population and employment trends and projections indicate that Washington County is an area where both population and employment are going to grow more rapidly than in other parts of the state. While it is difficult to project what percentage of the additional 23,000 employees projected to gain jobs at Quonset will choose to live in nearby communities, we believe that it is safe to say that an increase of 23,000 jobs in one community will create a substantial demand for housing in that area.

Increased residential development leads to increased demand for municipal facilities and services and a consequent increase in costs. Many of the suburban and rural towns in Washington County that will be most directly affected are already having difficulty dealing with the planning responsibilities and community service costs.

Quality of life ramifications of the project are of more concern to current residents of areas near Quonset Davisville. The two major problems anticipated are noise and light caused by port operations. A derivative concern is reduction in property values. [6 and 9] Both land use regulations and operating controls can reduce, but not completely eliminate, those concerns. The capital improvement program includes almost $ 7 million for landscaping and buffers. This should permit a significant effort toward separating nearby residential communities from the port and commerce park, and reducing their adverse impacts. Selection and treatment of the buffer areas are critical.

Noise and light are more difficult to handle, particularly for those residences within sight or earshot of the port. The stated intent is to load and unload ships during daylight hours so as to avoid higher labor costs. It is doubtful if this practice can be adhered to without exception. Operating rules similar to those followed at some airports can help.

The projects to be financed can be divided into three categories:

• the port,
• on-site infrastructure improvements at the commerce park,
• off-site infrastructure projects (construction of RI-403 and the Freight Rail Improvement Project).

Plans call for the port to be privately financed.

The Master Plan (Draft) suggests that on-site infrastructure improvements throughout the commerce park be financed by a combination of state revenue bonds and other sources of funds. State and federal grants, together with tax increment funding , are discussed as other potential sources of funds. User fees for rail or other services are not recommended since they would detract from marketing the site.

As noted above, each of the two major off-site infrastructure projects will be financed by a combination of federal and state funds. Federal-aid highway funds to finance 80% of Phase I of the RI-403 relocation are already programmed in the current Transportation Improvement Program. Funding for Phase II will depend on future federal allocations. While continuation of federal assistance to transportation projects can reasonably be expected, specifics such as the annual funds available, matching ratios, and eligibility requirements are more speculative. State matching funds to finance the other 20% of Phase I and II are provided from general obligation bond issues issued every two years. Both General Assembly and voter approval are required for completion of this project.

State and federal governments will share the cost of the third rail project equally. The state share has been approved as part of a 1996 general obligation bond issue. Federal funds are appropriated to the Federal Railroad Administration as needed. Federal-aid highway funds will also be used to finance some bridge modifications and provide minimum overhead clearance.

Issues concerning dredging in Narragansett Bay and disposal of the dredged material have been discussed, sometimes heatedly, for two decades or more without resolution. The major issue has been the main shipping channel to the Port of Providence, which requires removal and disposal of 4 million cubic yards of material. However, even maintenance dredging at small marinas has been stalled by the disposal issue. A recent proposal by the Riverside Cemetery in Pawtucket to accept dredged material would account for about 2 million cubic yards, if this site proves to be usable. [47]

The Master Plan (Draft) projects that as much as 14 million cubic yards of material would be dredged for the shipping channels associated with the port at Quonset Point. The Master Plan (Draft) proposes to use the dredge as fill for the port. The alternatives put forth by the Stakeholders' Group, however, suggest that significant quantities of dredge material might have to be disposed of off-site.

Where varying cost estimates have been given in different plans, the most recent cost estimate for each project is used. All cost estimates are in millions of current dollars for the year the estimates were prepared (shown in parentheses next to total cost).

Capital investments completed or committed, 1995 to

A major disagreement between state agencies must be resolved early in the permitting process. This concerns the water quality and water use classifications of that part of Narragansett Bay adjoining Quonset Davisville and the shipping channels, extending to the main channel, where dredging must occur and piers and bulkheads would be built. [20: Vol. II, 5-4 to 5-7]

RI DEM designates the waters around the Davisville Piers and extending along most of the eastern face of the Quonset bulkhead, extending out to the eastern edge of the dredged channel, as Class SB. The remaining waters of concern are designated Class SA.

Detailed parameters are set for each class. Class SB waters are designated for primary and secondary contact recreational activities, shellfish harvesting for controlled relay and purification, and fish and wildlife habitat. They shall be suitable for aquacultural uses, navigation, and industrial cooling, and have good aesthetic value. Class SA waters are designated for shellfish harvesting for direct human consumption - the activity most sensitive to water quality. They are also for primary and secondary contact recreational activities and fish and wildlife habitat. They shall be suitable for aquacultural uses, navigation, and industrial cooling, and have good aesthetic value.

The Coastal Resources Management Council designates the same waters as Type 6, "Industrial Waterfronts and Commercial Navigation Channel."

The goals for Type 6 waters and adjacent lands under CRMC jurisdiction are to encourage and support modernization and increased commercial activity related to shipping and commercial fisheries. Highest priority uses for Type 6 waters and lands are (a) berthing, loading, and unloading, and servicing of commercial vessels; (b) construction and maintenance of port facilities, navigation channels, and berths; and (c) construction and maintenance of facilities required for the support of commercial shipping and fishing. The Council must prohibit activities that detract from or interfere with these priority uses.

Considerable concern has been raised about the chances for success of the port and commerce park. All of the projections and determinations of resulting needs for facilities and services and economic and environmental impacts have been based upon complete development of the Quonset Davisville site over a period of approximately twenty years. Not surprisingly, no real attention has been paid to the prospect of a much more successful project than has been planned. But it is extremely unlikely that the twenty year reality will precisely match expectations. Either less or more development than anticipated is a more likely outcome.

What happens if the port and commerce park create momentum for continuation of development well beyond that planned for, and that can be accommodated at, Quonset Davisville? Can any significant extension of either part of the project be accommodated beyond the boundaries of Quonset Davisville? Obviously, most concern must be about a shortfall in expectations. But the law of unintended consequences demands that some consideration must be given to another possibility: a more successful project more quickly than planned for.

Major planning activities and other relevant events are summarized here in chronological order.

1893-1939 The Rhode Island Militia Brigade held their first encampment on the site, using a

1939 Expansion of the site and construction of the Quonset Point Naval Air Station

1973. The Navy announced closure of Quonset Point Naval Air Station and substantial

The Governor's Office and Statewide Planning Program began planning for base

1973-77 Disagreements among state and town officials, environmental groups, and others

1977 The University of Rhode Island prepared an environmental assessment of the

1975-78 Reuse efforts initially emphasized manufacturing, and a strong attempt was made

1978 The US General Services Administration prepared an environmental impact

1978 The state acquired most of the former Quonset Naval Air Station by transfer or

1979 The 1977 lawsuit was terminated by a consent decree establishing a procedure for

1984 The State Planning Council adopted the State Airport System Plan, element 640

1991 The Navy announced closure of the CBC at Davisville, to occur in 1994. This

1994 The Base Reuse Committee completed the plan for reuse of the area. This was

1994 RI EDC issued a Request for Proposals for preparation of a business plan for port

1995. A group of interested parties formed QPD Intermodal, Inc. (QPDI) and submitted a joint proposal for planning and development of the port facilities. RI EDC accepted this proposal and entered into an interim development agreement with QPDI in May, 1995. A preliminary "Master Development Plan" was completed by QPDI in December, 1995. QPDI is now known as Quonset Point Partners (QPP).
1996. RI EDC convened two planning symposia to evaluate QPDI's preliminary plan (see above) and prospects for development of a port and commerce park at Quonset Davisville. The symposia reviewed information on the area and its facilities, efforts to market the area, the changing shipping patterns and equipment used in marine commerce, and the prospects for port development at several locations on the east coast was reviewed. Participants then considered three topics in subgroups: land use, the airport, and port development. Each group produced a list of issues.

1997 Parsons Brinckerhoff Quade & Douglas and associated consultants, then prepared

• Development of existing vacant developable land as follows:

Use/activity Acres

Manufacturing 383

Distribution 468

support functions 40

Total 891

• A seaport extending from the Davisville piers to the south end of the Airport, and extending the existing shoreline with approximately 550 acres of fill. Channels serving this area would be dredged to a depth of 51 feet. The port would handle a projected 800,000 twenty-foot equivalent units (TEU's) in the first year and 3,400,000 in year 25. [21:4] Automobiles would continue to be imported and total annual vehicle throughput is projected to increase from 35,000 (in 1993) to 110,000. [18: 5-22] Existing activities are anticipated to continue at Davisville Pier 1. [18:5-22]
• A recommendation to continued operation of the airport to avoid violation of the FAA covenants and support the National Guard and general aviation operations. Shorten runway 5/23, the primary runway from the standpoint of wind direction, from 4,500 feet to 3,000 feet. This would still accommodate 95 percent of the nation's general aviation aircraft.
• Construction of RI-403 and the third track, and development of a freight rail yard on the site; reconfiguration of the internal street system except for arterial roads; enhancement of public transit service to an intermodal facility at the entrance to the site and operation an internal bus system, and development of a system of internal bike paths.

1998 Adverse reaction to the master plan, and particularly to filling of Narragansett

1998 QPP presented six alternative plans for the "Container Terminal Development

Total terminal area: 644 to 753 acres

Filled land: 61 to 383 acres

Development cost: $ 607.7 to $ 829.5 million

Costs per TEU in year 1: $ 66.66 to $ 90.99 each

1999 At least four persons or groups publicized plans for all or part of Quonset Davisville early in the year. In some cases, these respond to the draft Master Plan and the Stakeholder's process.

1999 Town of North Kingstown retains VZM/TranSystems to develop an alternatives analysis.

The Master Plan (Draft) for the proposed port and commerce park submitted to RI EDC in December, 1997, generated many public expressions of concern and opposition to the proposed port development plan. In response, Governor Lincoln Almond created a Stakeholder Process in June, 1998 to provide a broad forum for consideration of the port development plans and their potential impacts on Rhode Island. The group of 62 included representatives of 52 organizations and interests (some with more than one representative). They are:

Boating - recreational - 1

Business and tourism organizations, chambers of commerce - 6

Community associations - 2

Companies located at Quonset Davisville - 5

Development, real estate - 3

Environmental groups - 5

Federal agencies - 4

Fishing - 4

General Assembly - 4

Labor unions and trades organizations - 5

Local government - 1

National Guard - 3

Rhode Island state agencies - 7

Quonset Point Partners - 1

A resource group of representatives of eleven governmental and private agencies assisted the Stakeholder's Group, and there were several observers. Professional facilitators conducted the process.

Stakeholders met both as a whole group eighteen times between June 9, 1998 and March 22, 1999. [20: Pt. A] In addition, Databank, Overlap, Economic and Environmental Subcommittees held multiple meetings.

Over the course of the process the group received a total of __ technical reports prepared by consultants and advisors on topics ranging from the airport to water quality.

The stakeholders compiled a list of "interests and concerns" under six headings:

Airport Issues: eg, What is the impact of the port on the National Guard, air cargo, and air traffic? Are their conflicts between aircraft operations and ships and cranes?

Economic Issues: eg, Is the port economically viable? What is the anticipated volume of use and number of jobs? What state and federal investments are required? What is the value of the bay for all purposes, and how will these be affected?

Environmental Issues: eg, How much dredging is necessary? How much filling? What are the effects of each on wildlife, fishing, etc.

General Issues: Integration of port plans with state and local plans, security, crime, and aesthetics.

Quality of Life Issues: Lighting, noise, impacts on environmental quality and recreation, volume of marine and truck traffic.

Broader Issues: eg, The state's need for economic development, impact on air quality, increased housing and related activity in nearby communities, water supply and wastewater treatment and disposal, and the affect on economic development in other

municipalities. What is "responsible" development of the site?

A Quonset Davisville Port Alternatives Report was issued in January, 1999 in response to the issues and concerns summarized above. The two-volume document provides baseline economic and environmental data. Some of the most pertinent topics discussed in the 337-page main volume are:

Foreign trade zones: characteristics, activities, values.

Port operating costs: labor, equipment, utilities, highway and rail access.

QPP's development and lease obligations.

Projections of revenue from all major sectors.

at Quonset Davisville. These, and the differing characteristics of each, are:

Type of Port Water depth Cargo type

Deep water "mega-port" 60-65 feet No restrictions

Load center port 52 feet No restrictions

Load center port 52 feet Containers only

Regional distribution

center port 45 feet No explicit restriction

Baseline port Current Current cargoes, ship repair

depth and building, vehicle

handling, seafood

Port not handling Current Fishing and processing

commercial cargoes depth (replacing Galilee), casino

gambling, cruise ships,

recreational boating

No build/no maintenance None None

The volume of cargoes handled, size and number of facilities needed, and vessel draft requirements are outlined for each alternative above, except for the last one. These "functional" alternatives are not related to the "physical and economic" alternatives referred to in Appendix A.

Evaluation criteria are then listed for application to each of the functional alternatives. These include size of the port, financial criteria, economic criteria, acceptability, net economic impacts, dredging and filling required, economic and environmental impacts during construction, environmental impacts during operation, quality of life considerations, business impacts on other industries (fishing, recreational boating), and port operation and maintenance.

A preliminary application of these criteria to the eight alternatives listed above identified four with higher potential:

Baseline port, maintained and marketed.

Baseline port upgraded as a niche port.

Regional distribution center port.

Load center port limited to containers.

Full application of the criteria to the alternatives, however, was a function of the Stakeholder's Group.

Quonset State Airport is discussed in some detail, since most port alternatives affect, and are affected by, the airport. Four significant areas of conflict are identified:

• Aviation navigation and safety standards including "imaginary surfaces" in Part 77 of FAA regulations (see the summary of the Quonset State Airport Master Plan in Appendix A.) These are affected by the height of both ships at the proposed quayside (130 feet) and cranes used to handle containers (300 feet).
• Terminal instrument procedures. Runway 16/34 has one of only two instrument landing systems in the state (the other is at T F Green State Airport). This greatly increases the capability to handle operations in adverse weather. The ILS operation severely restricts activities around the airport.
• Electronic and visual landing aids. Large metal reflective surfaces such as containers can degrade ILS signals. Design of the container storage and handling facilities may alleviate this problem. New technology may also help, but it is not yet approved for civilian operation and not installed anywhere in the US.
• Air traffic control and traffic patterns: Changes in aircraft traffic patterns may reduce some conflicts as outlined above but require approval by FAA.

Several actions are considered to reduce or eliminate the problems above, including eliminating or relocating runways or relocating the airport entirely. Some are expensive (up to $ 100 million) and extremely difficult to accomplish for both physical and political reasons and FAA approval is required in all cases. The report does not speculate on the ability of the port project to carry the cost of these but does cast considerable doubt on the possibility of relocating the airport entirely.

More than half of the Alternatives Report is devoted to environmental issues raised by stakeholders. Summaries of longer technical reports are presented on numerous topics within the categories of marine environment; terrestrial environment; air quality and noise; socioeconomic baseline; operations plan; human use baseline and potential impacts of the port; and construction impacts, dredging, and disposal. (Full reports on the first three topics are published in a separate Appendix) No overall characterization of the results is possible, or even useful, since evaluation of the results of many of the more than fifty topics addressed depends on a balancing of damage incurred with benefits gained. Significant conflicts are identified in dredging and disposal, loss of wildlife habitat including a beach that is home to a bird listed as a state-designated threatened species, conflicts between shipping, commercial fishing, and recreational boating, and others. [11]

Means of mitigating at least some environmental impacts at the port are discussed in the standard order of preference: avoid; minimize, restore or rehabilitate; reduce or eliminate; and compensate. A wide variety of techniques are suggested but the costs and the ability of the project to carry these costs are not dealt with.

RI DEM severely criticized some of the reports included in the Alternatives Report, in a 17 page document dated January 15, 1999. [15] Although complaining that the time available for review and comment was insufficient (two weeks over the Christmas holidays), the department made preliminary comments on sixteen reports, and declined to comment on two other reports dealing with noise since they have no jurisdiction in this area.

DEM states that data used in some reports are old, incomplete, in error, or not from locations near Quonset Davisville. Equipment used in some studies is thought to be the wrong type. Some essential conclusions were lacking, such as that dredging could only take place in one month of the year. The study area was defined differently for different purposes and some impact areas have not been established. The terrestrial habitat around Quonset Point and human use of the bay were not studied. Some assumptions or conclusions are called confusing or are disputed. The air quality analysis is considered particularly inadequate. Regulations and standards are misinterpreted and the activities proposed at the site are not analyzed in terms of these regulations and standards.

US EPA reviewed seven of the environmental characterization studies. These were found to "contain a good deal of valuable information" but may not present "enough information to allow for various types of judgments the stakeholders at large will be responsible for making." EPA noted stakeholder's disagreement on inclusion of opinions or conclusions regarding impacts in these reports, but favors their inclusion. "Some of the experts who wrote the reports have been working with their subject organisms in Narragansett Bay for decades, and arguably know more about them than anyone else." [35]

A blank evaluation matrix is presented for use by stakeholders in comparing alternative port plans against more than fifty factors or considerations.

The Stakeholder's Group received the Alternatives Report and an equally lengthy Appendix on January 19, and held an all-day workshop with the consultants on February 2. On February 8, the Stakeholders held a second all-day workshop to design their own port alternatives. Consultants then analyzed the alternatives as rated by the stakeholders using the matrix, and a second all-day workshopkwith the consultants was held on March 12. A final workshop was held on March.22^nd. [22]

The final report of the Stakeholders Group does not recommend a specific port alternative. Rather, it presents a list of 24 principles to guide the development of a port at Quonset Point Davisville.

The size and complexity of the Quonset Davisville Port and Commerce Park will require numerous formal approvals or permits from different federal, state, and local agencies as well as compliance with other laws or regulations not involving a formal approval or permitting process. A list of approvals and permits required appears on the following pages. Those approvals and permits that pertain to the entire project, and that must be obtained prior to its construction, are designated with an {A}. Approvals and permits required for specific sites and structures are designated with a {B}.

This vast array of laws, regulations, approvals, and permits could obscure the essence of any major project. A consolidated review and approval procedure is essential if there is to be effective consideration of the real values and problems of a large-scale development such as the Quonset Point Davisville Port and Commerce Park.

Since the final list of approvals and permits required will depend upon final design of facilities and specific conditions encountered, the following list may contain some actions which will, in the end, not be required at Quonset Davisville. It may also omit actions that may be required.

FEDERAL

Regulation of construction in and activities that may affect navigable waters of

the US.

Review of impacts on marine and bird life affected.

Species listed as protected under this act are identified and their habitat is protected.

Impacts of a project on marine sanctuaries are identified. Part of Narragansett Bay is designated as a marine sanctuary.

Proposed development affecting airports and air traffic safety must be approved.

Wetlands are protected from adverse federal or federally-funded actions.

Areas subject to flooding are restricted from federal or federally-funded development.

State, Including Federal Programs Administered by The State

RI DEM issues Section 404 water quality certifications for projects that do not adversely affect water quality.

RI DEM administers permits for any activity causing alteration of a wetland.

The Department of Health must approve drinking water sources.

RI DEM regulates storage of petroleum and other products underground.

The quality of groundwater is protected by RI DEM.

RI DEM issues permits for injection wells and other subsurface disposal systems.

Landfills and hazardous or toxic materials disposal sites must be cleaned up.

Remediation of "Superfund" sites.

Local, including state laws or regulations administered by municipalities

[Much of this information was supplied or corrected by RI DEM.]

1 Cohen, Marilyn, North Kingstown Planner, Interview, February 18, 1999.

2 Davis, Paul, "Officials predict a brilliant future for Quonset port", Providence

Journal, May 8, 1997.

3 Donovan, William J, "The real work at Quonset Point/Davisville has just begun",

Providence Journal, November 7, 1996.

4 Donovan, William J, "Quonset port plan gets green light from state EDC",

Providence Journal, May 19, 1998.

5 Donovan, William J, "Navy sells Quonset/Davisville land to state", Providence Journal, September 29, 1998

6 Donovan, William J, "When a port is your neighbor", Providence Sunday Journal,

February 7, 1999.

7 Donovan, William J, "Port proposals emphasize plans to develop Davisville", Providence Journal, February 9, 1999.

8 Freedman, Maurice, and Geoffrey Motte, Quonset Davisville Planning Review. Symposium. (1996).

9 Jagolinzer, Bob, "N. Kingstown residents wonder what's next for Quonset",

Providence Journal, December 20, 1998.

10 Jagolinzer, B, "Plan for aircraft carrier museum gains support in North Kingstown", Providence Journal, January 21, 1999.

11 Keller, Janet, RI DEM, Interview, February 18, 1999 and Sabar, Ariel, "Reports critical of Quonset plan", Providence Journal, January 6, 1999.

12 Kupa, John J, Sr., "Make Quonset a park, not a port", Providence Journal, February 1, 1999.

13 Lowe, Adam I, Influencing the Development of the Quonset/Davisville

Industrial Park. Thesis, Brown University. (1997).

14 Maguire Group, Inc., Comprehensive Reuse Plan, Davisville Naval

Construction Battalion Center, Executive summary. (1994).

15 McLeod, Andrew H., RI DEM, letter to John Swen, RI EDC, January 15, 1999.

16 Nixon, Dennis, "Make Rhode Island a one-port state", Providence Journal, January 28, 1999.

17 North Kingstown, Town Of, Land Evidence Records, Book 368, Pages 252-276, Deed transferring Quonset Airport to the State, filled December 31, 1981

18 Parsons Brinckerhoff Quade & Douglas, Inc., Master Plan, Quonset Davisville

Port and Commerce Park, North Kingstown, Rhode Island (draft, 1997).

19 Prete, George, RI EDC, telephone conversations, February 22 and 23, 1999.

20 Quonset/Davisville Port Alternatives Report, Baseline Economic and Environmental Data (two volumes). (1999).

21 Quonset Point Partners LLC, A World Class Intermodal Transportation Facility. (1998?).

22 Quonset Point Davisville Port Project Stakeholders Meeting, Memorandum: "Agenda for Expert/Consultants' Workshop" (n.d.) and "The Final Push", schedule of stakeholder's meetings. (n.d.).

23 Rhode Island Department of Transportation, Rhode Island Freight Rail

Improvement Project, Major Investment Study, Draft Environmental Impact Statement, and Draft 4(f) evaluation, Executive Summary. (1996)

24 Rhode Island Department of Transportation, Rhode Island Freight Rail

25 Rhode Island Port Authority and Economic Development Corporation, "Request for Proposals, the Development of Port Facilities at the Quonset Point/Davisville Industrial Park. (1994)

26 Rhode Island Statewide Planning Program, Housing Date Base.(1996).

27 Rhode Island Statewide Planning Program, Industrial Land Use Plan Revision-draft. (1999).

28 Rhode Island Statewide Planning Program, Land Use Trends in Rhode Island,

1961-1988, Technical Paper No. 146. (1998).

29 Rhode Island Statewide Planning Program, Quonset State Airport Master Plan.

(1987)

30 Rhode Island Statewide Planning Program, Rhode Island Population Projections by Age, Sex, and Race, Revised. (1997).

31 Rhode Island Statewide Planning Program, State Airport System Plan, State Guide Plan element 640 (1984, amended 1992).

32 Rhode Island Statewide Planning Program, Transportation Improvement

Program for the State of Rhode Island, October 1, 1998 to September 30, 2000. (1998).

33 Rhode Island Statewide Planning Program, Transportation 2010: Ground

Transportation Plan, State Guide Plan element 611. (March, 1992).

34 Stang, Richard E, RI EDC, letter to Susan P. Morrison, RI Statewide Planning Program, May 11, 1998; letters, Morrison to John Swen, RI EDC, June 2, 1998 and June 19, 1998.

35 Timmerman, Timothy, US Environmental Protection Agency, Memorandum re: "Characterization Studies", December 29, 1998.

36 Trepani, Katherine, RI EDC, telephone conversations, February 15-16, 1999.

37 Varin, D W, "A Response to the Master Plan , Quonset Davisville Port and

Commerce Park," for the Technical Committee, Grow Smart Rhode Island. (draft, May 12, 1998).

38 Rhode Island Statewide Planning Program, Water Supply Plan for Rhode Island, State Guide Plan element 722 (1991).

39 Rhode Island Statewide Planning Program, Transportation 2020: Ground

Transportation Plan, State Guide Plan element 611 (1998).

40 Bishop, Brian, "Rhode Island needs a full-scale port at Quonset Point", Providence

Journal, March 2, 1999.

41 Kerbel, Richard, North Kingstown Town Manager, telephone conversation, March 31, 1999.

42 Federal Highway Administration and Federal Railroad Administration, Record of Decision Rhode Island Freight Rail Improvement Project, May, 1998

43 Parker, Edward, Chief Engineer, RI DOT, telephone conversation, April 21, 1999.

44 Rhode Island, State of, FY 2000-FY 2004 Capital Budget, 1999.

45 Mijkut, Steven, Chief, Air Resources Division, RI DEM, telephone conversion, April 20, 1999.

46 Vickery Zachary Miller, Marine Cargo Terminal Development at Quonset Point/Davisville: Issues and Alternatives: Report to the Town of North Kingstown, RI. Power-point presentation to the Town Council Working Session.

47 Fredericksen, Robert, "Solution to disposal of Bay silt may rest in a Pawtucket cemetery," Providence Journal, April 19, 1999.