NH Department of Environmental Services Shellfish Program Activities, January 2006 – December 2006

This report summarizes the activities of the NH Department of Environmental Services (NHDES) Shellfish Program for the period of January 2006 to December 2006, emphasizing those tasks for which NHDES received direct funding from the NH Estuaries Project. The NHDES Shellfish Program conducts a number of activities to minimize the health risks associated with consuming shellfish, and to continue to comply with National Shellfish Sanitation Program guidelines. These include water sampling on a prescheduled/randomized basis, as well as a pollution source identification and evaluation program. These sampling programs are supplemented by other activities aimed at improving the management of conditionally-approved harvesting areas. Augmented sampling in conditionally approved areas after rainfall events and/or sewage treatment plant upsets provides information to improve management decisions and, in some cases, increase harvesting opportunities. A study to compare results from two different bacterial analysis methods (the traditional fecal coliform Most Probable Number, or MPN, test, and a newer fecal coliform membrane filtration test using mTEC agar) was initiated in 2004 and continued through 2006. The results of the study will help DES determine how classification of growing areas might change if the lessexpensive mTEC test is chosen to replace the traditional MPN method. Sanitary surveys were completed for the Hampton/Seabrook Estuary, as well as for the Piscataqua River (North) growing area, which encompasses the tidal portions of the Cocheco River, Salmon Falls River, and Upper Piscataqua River. Future work will focus on maintaining the classifications established by sanitary surveys conducted since 2000. The remaining 13 percent of unclassified estuarine waters will be periodically evaluated to determine if/when sanitary surveys should be conducted

In what circumstances is investment in HR worthwhile?

INTRODUCTION By High Speed Rail (HSR) we normally mean rail technologies capable of speeds of the order of 300km ph on new dedicated track. Such systems offer journey times that are more competitive with other modes, and particularly air, than traditional train services, and very high capacity. But their capital cost is also high. The proposals of the European Commission for the Trans European Transport Network (TEN-T) envisage expenditure of 600b euros, of which 250b euros is for priority projects, and a large part of this expenditure is for high speed rail. Thus it is extremely important to have a robust appraisal methodology for these huge investments. It is not clear that this has happened in the case of the Trans European Networks. Individual projects are suggested by, and appraised by, member state governments, even though they are applying to the European Commission for assistance with funding. Research for the European Commission has appraised the TEN-T network as a whole, but has not appraised the individual elements of the programme to ensure that they are all worthwhile (TML, 2005). The aim of this paper is to consider the methodology for the appraisal of high speed rail proposals, and to produce some indication of the circumstances in which such proposals might be worthwhile. In the next section we present an overview of the principal costs and benefits which need to be taken into account in an HSR appraisal. Then we illustrate the process for two particular contrasting examples – the study of HSR proposals in Great Britain, and an ex post evaluation of the Madrid-Seville line in Spain. In section four of the paper we formulate a model to incorporate the principal parameters influencing the outcome of an appraisal and in section five we use this model to draw conclusions on the circumstances in which high speed rail may be justified

When to invest in high-speed rail links and networks?

Definitions of high speed rail (HSR) differ, but a common one is rail systems which are designed for a maximum speed in excess of 250 kph (UIC, 2008). These speeds invariably involve the construction of new track, although trains used on them can also use existing tracks at reduced speeds. A number of countries have upgraded existing track for higher speed, with tilting technology on routes with a lot of curves. However such trains do not normally run at speeds above 200 km p h. Their rationale is to upgrade services at relatively low cost in countries which have sufficient capacity to cope with increased divergence of speeds on routes shared with all forms of traffic. Most of the countries which adopted this strategy initially, such as Britain and Sweden, are now considering building HSR. The only form of totally new technology that has come close to being implemented is maglev

NHDES Shellfish Program Activities, Jan -Dec 2004, Nash, C

This report summarizes the activities of the NH Department of Environmental Services (NHDES) Shellfish Program for the period of January 2004 to December 2004. The NHDES Shellfish Program conducts a number of activities to minimize the health risks associated with consuming shellfish, and to continue to comply with National Shellfish Sanitation Program guidelines. Among basic program functions is a routine water quality monitoring program, which involved the collection of nearly 800 samples at over 70 sites in 2004, the results of which are used to ensure that assessments of water quality for all areas are kept up-to-date. Weekly “red tide” monitoring was critical for early detection of dangerous levels of Paralytic Shellfish Poisoning toxin in offshore waters in August, leading a nearly one-month closure to all harvesting in the Atlantic coastal waters. The program’s pollution source identification and evaluation program involved the collection of nearly 200 water samples, used to guide proper classification of the receiving waters. A number of other studies and sampling programs, including effluent dilution/dispersion studies of the Newmarket and Dover wastewater treatment facilities, were completed. A particularly useful sampling program has been the initiation of post-rainfall water and shellfish tissue sampling in conditionally approved areas. This program improved management decisions and increased harvesting opportunities in Hampton/Seabrook Harbor, providing data that drove decisions to open the flats on most of the 16 days that the harbor was available for harvesting. Sanitary surveys were completed for Great Bay, and are near completion for Little Bay and the Bellamy River. Surveys for Hampton/Seabrook Harbor, the Cocheco River, Salmon Falls River, and the Upper Piscataqua River have been initiated and are scheduled for completion in 2005

In what circumstances is investment in HR worthwhile?

INTRODUCTION By High Speed Rail (HSR) we normally mean rail technologies capable of speeds of the order of 300km ph on new dedicated track. Such systems offer journey times that are more competitive with other modes, and particularly air, than traditional train services, and very high capacity. But their capital cost is also high. The proposals of the European Commission for the Trans European Transport Network (TEN-T) envisage expenditure of 600b euros, of which 250b euros is for priority projects, and a large part of this expenditure is for high speed rail. Thus it is extremely important to have a robust appraisal methodology for these huge investments. It is not clear that this has happened in the case of the Trans European Networks. Individual projects are suggested by, and appraised by, member state governments, even though they are applying to the European Commission for assistance with funding. Research for the European Commission has appraised the TEN-T network as a whole, but has not appraised the individual elements of the programme to ensure that they are all worthwhile (TML, 2005). The aim of this paper is to consider the methodology for the appraisal of high speed rail proposals, and to produce some indication of the circumstances in which such proposals might be worthwhile. In the next section we present an overview of the principal costs and benefits which need to be taken into account in an HSR appraisal. Then we illustrate the process for two particular contrasting examples – the study of HSR proposals in Great Britain, and an ex post evaluation of the Madrid-Seville line in Spain. In section four of the paper we formulate a model to incorporate the principal parameters influencing the outcome of an appraisal and in section five we use this model to draw conclusions on the circumstances in which high speed rail may be justified

The Impact of Economic Regulation on the Efficiency of European Railway Systems

In recent years, European railway regulation has been subject to major reform, with powers, independence and responsibilities of rail regulators across Europe strengthened considerably. This paper studies the impact of these reforms on the efficiency levels of a panel of 17 European railways (2002-2010). The novelty lies in the incorporation of a multi-dimensional rail regulation index – capturing the complexity of regulatory powers and activities – into an econometric framework alongside other reform variables. Our results suggest that the cost-reducing benefits of regulatory reform depend on the degree of (actual or desired) market openness, vertical structure, and the intensity of network usage

Evaluating the roles and powers of rail regulatory bodies in Europe: A survey-based approach

European railways have been shaped by multiple reforms since the mid-1990s, covering industry structure, market opening and economic regulation. However, the literature has given little attention to the latter; namely the evolution and impacts of regulatory reforms amongst Europe's railways. This paper fills this gap by providing an up-to-date, bottom-up assessment of current rail regulatory practice in Europe. We develop a survey of economic regulators across Europe, thus complementing top-down studies of the impact of economic regulation by enabling a richer insight into regulatory activity and its impacts. The questionnaire is based on a review of the literature on ideal regulatory characteristics across multiple industries. Our results show that European rail regulators, in general, exhibit many of the features of ideal regulation; in particular around key features such as independence, resourcing, longevity and expertise, transparency and in turn stability and predictability. However, we find that rail regulatory bodies could take a more proactive role in shaping track access charges, given their importance in respect of efficient use of the network and maintaining non-discriminatory access. Importantly, there is also scope for regulators to play a greater role in regulating the efficiency and quality of infrastructure managers, and potentially becoming more involved in the designing stages of passenger market opening as it emerges; and these changes could deliver substantial beneficial impacts for rail users and funders across Europe