HomeMy Public PortalAbout20181029plCC701-32
DOCUMENTS IN THIS PACKET INCLUDE:
LETTERS FROM CITIZENS TO THE
MAYOR OR CITY COUNCIL
RESPONSES FROM STAFF TO LETTERS FROM CITIZENS
ITEMS FROM MAYOR AND COUNCIL MEMBERS
ITEMS FROM OTHER COMMITTEES AND AGENCIES
ITEMS FROM CITY, COUNTY, STATE, AND REGIONAL AGENCIES
Prepared for:10/29/2018
Document dates: 10/10/2018 – 10/17/2018
Set 1
Note: Documents for every category may not have been received for packet
reproduction in a given week.
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Dear Mayor and Council Members,
I have spent the last year going to meetings of the Committee to House the Bay Area (CASA) and
SV@Home to hear their discussions about the obstacles to building more housing for low-income and all
residents. I have also closely followed the housing work plan initiated at the request of council. Prior to
that i served on the CAC where we discussed the city Housing Element.
Here is a summary of what i have learned.
1) Housing is expensive to build and costs are continuing to rise for a number of reasons--both for BMR
and market rate units.
2) Projects must pencil out if they are going to get built. This is true for both non-profit and market rate
developments. Perhaps the greatest public misunderstanding on this issue relates to the requirements of
equity and lending partners. Often the public tends to blame developer profits instead for high rents.
Lenders require that rents cover debt service costs with a safety margin. This has nothing to do with
developer or owner profits. It is a condition for getting loan financing, which is critical to most projects.
Equity partners require a a return on their investment that competes with other returns they can get with
alternative investments.
Most if not all projects cannot go forward if they do not meet financing partner requirements.
3) Both of the above factors create the incentive and requirement for units that can command high rents
for market rate projects. Non-profit developers must have costs low enough that their financing partners
qualify for tax credit financing.
4) All parties (CASA, SV@Home and the city housing work plan) have identified cost and other barriers to
building housing that must be addressed if our city or any city can meet its housing goals.
5) The above factors are why our Housing Element, while technically identifying sites that could house
enough units to meet our housing goals to 2023, is not a plan for success AS FEW OF THE IDENTIFIED
SITES ARE ECONOMICALLY VIABLE.
6) The above mean that zoning must change. The council has recognized this with the two recent overlay
zones and the proposals for increased FAR and housing incentives in the housing work plan.
7) Costs such as fees and parking as well as density limits constrain our ability to have developers bring
forth projects (market rate and BMR) that meet the requirement of their financing partners.
8) Finally, sites on which a meaningful amount of housing can be built are often rare and, therefore,
precious if we are to meet our housing goals.
I hope you will keep these factors in mind as you do the pre screening Monday night on the San Antonio
housing proposal.
The project provides a meaningful number of new units comparable to projects on the Wilton and VTA and
some El Camino sites.
The project provides a mix of unit sizes
The project meets the BMR requirement
The project meets city standards for parking, which will be underground.
I do understand that in an ideal world the council was hoping to meet the Comp Plan goal with a minimum
of new housing on San Antonio. But we do not live in Palo Alto with an excess of active housing proposals.
From my perspective as a resident this project will make a meaningful contribution to meeting our housing
goals and give a welcoming signal that Palo Alto is open to new housing proposals for the council and
community to review.
Stephen Levy
365 Forest Ave
and, Director
Center for Continuing Study of the California Econnomy
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Herb Borock
P. O. Box 632
Palo Alto, CA 94302
October 15, 2018
Palo Alto City Council
250 Hamilton Avenue
Palo Alto, CA 94301
OCTOBER 15, 2018, CITY COUNCIL MEETING, AGENDA ITEM #16
CALIFORNIA AVENUE PARKING GARAGE
OCTOBER 15, 2018, PUBLIC IMPROVEMENT CORPORATION MEETING, AGENDA ITEM #1
CERTAIN ACTIONS WITH RESPECT TO CERTAIN LEASE FINANCING DOCUMENTS
Dear City Council:
Please remove agenda item #16 from tonight's City Council agenda, and
please cancel tonight's Public Improvement Corporation meeting, because
the agenda item description for item #16 on the City Council agenda and
the agenda description for the only item on the Public Improvement
Corporation agenda fail to provide an adequate description of the subject
to be discussed in violation of the Ralph M. Brown Act.
I have reviewed the publicly posted agenda after 11:00 am today and
learned that there have been no revised agendas posted within 24 hours of
the two meetings that correct the inadequate agenda item descriptions.
Agenda item #16 refers to the "California Avenue Parking Garage", but
there is no parking garage on California Avenue that is the subject of the
agenda item. Therefore, the public has no way of knowing the parking
garage location by reading the agenda item description.
The only agenda item on the Public Improvement Corporation agenda refers
to "Certain Lease Financing Documents" and "Certain Actions with Respect
Thereto". Therefore, that agenda item description is similar to the issue
considered by the California Office of the Attorney General in Opinion No.
89-903 issued January 9, 1990 that held:
"The adoption by the Midpeninsula Regional Open Space District of a
resolution listing all parcels of real property larger than twenty acres
within its planning area as the potential subject of negotiation for
purchase would not satisfy the disclosure prerequisite for a closed
session regarding the purchase of any one or more of such parcels."
Tonight's Public Improvement Corporation agenda description for agenda
item #1 uses the vague word "certain" that gives even less information
about the subject of the agenda item description than the agenda item
description that the Opinion of the Attorney General found to be
insufficient.
The Opinion's reasoning is independent of whether the meeting is a
closed session or an open session, and is independent of whether the
subject matter is real estate negotiation or is the construction and
financing of a parking garage.
Who Benefits, Who Pays, and Where is the Money?
The purpose of building a parking garage in a commercial business district
is to enrich investors, realtors, landlords, mortgage lenders, title
companies, architects, planning consultants, and builders who benefit from
the increasingly intensive use of land.
Consistent City of Palo Alto policy has been to require those who benefit
from constructing such parking garages to pay for the garages by forming
an assessment district to charge commercial property owners for the cost
of the garage.
Exceptions are often included in the calculation of assessments to enable
those in the assessment district to collectively pay less that the full
cost of the garage.
The determination of the number of parking spaces for the commercial
properties served by the garage often fails to account for the additional
employees that need parking when more employees are crammed into a given
space.
Residents become the victims of the under-estimation of parking spaces by
having their neighborhood streets serve as parking lots for commercial
district employees.
The victims are then required to pay for the parking garage itself by
having City services cut to provide the funds to make up the shortfall in
garage funding caused by the assessment process that is designed to
generate less money than the garage costs.
Now staff wants to make the residents situation worse by not forming an
assessment district that would require commercial property owners to agree
to fund the garage before you approve the construction and financing
tonight.
Voters are being led to believe that the proposed tax on this November's
ballot will pay for a long list of infrastructure projects, including new
parking garages in two commercial business districts, that would require
more money than the tax measure could possibly raise.
Now, when the election is still three weeks away and nobody knows if the
voters will approve the tax measure, you are being asked by staff to take
actions that are estimated to cost the City over $2.4 million a year for
30 years without staff including in its report (ID # 9689) the source
of $39.5 million in garage costs before you even know how much the garage
will actually cost.
Does staff really believe that your approval of the construction and
financing of the garage before the election will increase the number of
votes in favor of the tax measure on the ballot?
Distractions and Conclusions
Some people believe you should build housing on the site designated for a
parking garage in the University Avenue Commercial District, while the
same people ignore the debate about whether sites that could have more
offices should instead be rezoned for exclusive residential use.
Other people believe you should focus on the design and location of
bicycle lanes instead of addressing the root cause of traffic congestion
and unsafe conditions which is too much development of offices; a lack of
parking in commercial districts for the occupants of those offices; and
the failure to require those who benefit financially from the garages to
pay for them, while residents have to subsidize that development when
their neighborhoods are turned into commercial parking lots and their
services are cut to provide the funds needed for garages that are
for someone else's financial enrichment.
When these agenda items return to you on agendas that include agenda item
descriptions that comply with the Brown Act, I urge you to not be
distracted by side issues, but rather focus on issues of benefit, costs,
and funding sources that are the key issues in the garage construction and
financing debate, and that are directly related to the key issues in this
November's City Council election that include the amount and annual rate
of development, the mix of development between residential and non-
residential uses, the appropriate allocation of revenue raising measures
between residents and businesses, and the equitable division of City
expenses between infrastructure and services.
You should wait until after the November election results are certified in
December before you act on these two agenda items.
Thank you for your consideration of these comments.
Sincerely
Herb Borock
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Dear Council Members and City Staff,
As we approach the implementation phase of the plans for a new parking garage for the California
Avenue area, I and my my neighbors and I neighbors would like to express our appreciation for your
support for this project in its entirety with no shortcuts. As commercial activity and traffic has increased
in this area, the need for parking has gone up with negative effects on the bordering residential
neighborhoods until the enactment of the recent residential parking permit program.
We would now like to suggest as part of the process of actually constructing the garage that an
agreement be reached that the number of commercial employee permits issued in Evergreen Park and
Mayfield be reduced. This new garage is being funded by the taxpayers, and at least some of its benefits
should flow back to the residents. We urge you to include, as part of the project’s guidelines, a
commitment not later than April 1, 2019, to reducing the negative effects of employee parking in
residential neighborhoods such as traffic congestion, parking “bunching” on selected streets/blocks, and
a lower quality of life.
Unfortunately, my neighbors and I hear rumors are that some[delete some] other City agencies are
thinking of using the new garage as an excuse for permitting additional office space and housing
projects that do not include sufficient parking for their needs. Deliberately increasing the demand for
public parking spaces at the expense of the residential areas is not acceptable. It is contrary to the
explicit statement in the Comp Plan. Businesses and developers should bear the cost of their
construction projects. New projects should not be allowed to impose additional costs on residents, and
should be precluded from purchasing permits in City lots and garages. We already have proof that
requiring businesses to bear the costs of their own operations will not decrease interest in development
in Palo Alto. Our experience with the College Terrace residential parking permit program has
convincingly demonstrated that when businesses and developers know the rules, then can and will
adapt.
Again, I thank you for your commitment to the construction of this garage to relieve the pressure for
parking in the California Avenue area that has been created by many new construction projects and by
changes in the workforce that now occupies many of the older buildings. Please continue to support the
Comprehensive Plan commitment to encouraging commercial activity in the City, but not at the expense
of residential neighborhoods.
Carol Scott
Resident of Evergreen Park
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RAIL SYSTEM NOISE AND VIBRATION CONTROL
George Paul Wilson
Wilson, Ihrig & Associates, Inc., 5776 Broadway, Oakland, California 94618, USA
Abstract
Control of noise and vibration emitted by steel wheel and rail transportation systems has a long history of designs and
techniques, some of which were dismal failures and some which worked very well. Many of the early efforts had a valid
technical base for the design, however, there were also many based on intuition or ideas with great expectations, but which
had no real technical basis. In the last four decades the technology and materials used for rail noise and vibration control,
particularly for the control of groundborne vibration from rail systems, has developed and benefited from thoughtful
technical analyses and application of simple engineering principles. These also were not always successful in all respects
but provided for a continuing development of the technology with ever-improving success and performance. Included in
this presentation are a review of the development of rail noise and vibration control systems, including the lightweight,
undamped concrete floating slab track for reduction of groundborne noise and vibration, and of the development of
structurally integrated sound barriers with absorption materials for control of airborne sound. The presentation includes
anecdotes and discussion of some of the unexpected results from new design installations, an outline of design progress and
application extensions, and review of the concepts and designs which are successful and currently in use by rail systems
located in many different parts of the world.
Introduction
There has been impressive progress over the last 40
years in the development of rail system noise and
vibration control technology and designs. Design criteria
for rail system noise and vibration were once either not
considered or treated as a secondary item but the
importance as a major design parameter is now
recognized by new system designers. Sometimes there is
still resistance to incorporation of non-revenue producing
features in the rail system design, but as each new
generation of project managers and designers become
educated, there is acceptance of the need for
incorporation of noise and vibration control in the overall
system design.
In the mid-60's when I began work with assessment
and control of noise and vibration from rail systems there
were three new rail transit systems in design
development: the San Francisco Bay Area Rapid Transit
District, BART; the National Capital Transportation
Agency, now the Washington, D.C. Metro; WMATA,
and the Baltimore Region Rapid Transit District, BRRT.
These were the first major new rail transit facilities that
had been considered in the United States since the 1930's.
In Toronto, Canada the TTC Yonge Subway was opened
in 1954 and was the first subway to be built in North
America since the beginning of WWII. This was the first
North American system to use resilient rail fixation on
concrete. Extensions were opened in the period from
1963-1968 and with 34 kilometers total it became the
catalyst for resurgence of rail or fixed-guideway transit
on the North American continent.
Because of the negative image created in the U.S. by
the very noisy steel elevated structures in Chicago and
New York, new transit system planners did have
concerns about noise and vibration. As a result, studies
and surveys were commissioned to develop information
which could be used to set new facility design criteria.
One of these surveys completed for the Washington,
D.C. Metro, by the Office of Research and Experiment,
ORE, of the International Railway Union, UIC, asked
ORE members to rank order operational problems. The
result was almost universal ranking of (1) vandalism and
(2) noise and vibration as the two top priority problems.
Partly as a result of the survey, but also because of
the general concern regarding patron exposure to noise
and vibration and the effects on adjacent communities, a
large number of measurement programs and research
studies were completed in the 1960's and '70's. One
survey by ORE published in 1981 listed 192 separate
reports produced or published during the period from
about 1965 to 1979 on various aspects of rail system
noise and vibration, including standards or regulations
and exposure or annoyance assessment.
The studies and experiments with rail system noise
and vibration included a number of trial installations of
resilient rail fixation designs and floating slab track for
reduction of the ground and structure-borne noise.
Examples include the Paris Metro in coordination with
the Regional Express Line, RER, and the French
National Railway, SNCF, installing a number of test
tracks with of various rail fastener designs and floating
track slab. German railways also were experimenting
with resilient rail fixation on concrete. In Vienna,
floating track slabs supported on continuous glass fiber
panels were installed in an effort to reduce groundborne
noise from streetcar lines. In Toronto several trial
installations of floating slab track using polystyrene foam
boards as the isolation media were installed. The Paris
Metro installations provided valuable information on
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
performance of various resilient track fixation systems.
The continuously supported track slabs in Vienna and
Toronto were not successful.
Much of the concern relative to noise and vibration in
new rail systems was with respect to the in-vehicle noise
and ride quality. These were perceived as affecting the
attractiveness of public transit to the patrons and,
therefore, directly related to revenue. This made in-
vehicle noise and ride quality very important design
parameters. Thus, many of the early studies were
confined to in-vehicle noise and vibration assessments,
development of appropriate criteria and development of
procedures for improving the design of vehicles,
waystructures and track to control the vehicle interior
noise and ride quality. Similar importance was placed on
control of noise in new station facilities, resulting in
application of acoustical absorption materials both to
control noise in the stations and to improve intelligibility
of public address systems.
The technology and design procedures for control of
in-vehicle noise and ride quality had a long history of
development prior to the startup of the new system
designs in the 1960's and 70's. This background coupled
with the results of the various interior noise and ride
quality studies commissioned by the new systems for
identifying the best practices resulted in a relatively well
defined set of criteria, design procedures, technology and
materials for control of car interior noise and ride quality.
Control of noise and reverberation in stations was also
studied and then included on architectural design.
However, rail fixation technology was relatively
poorly developed and, in many cases, traditional ballast
and sleeper track or wood sleepers cast-in-concrete were
still considered the primary design choice because of the
long experience and known characteristics. There was
limited experience with ballastless resilient rail fixation
and floating slab track so these were considered
unproved technology, viewed with caution and required
both persuasion and demonstration of their potential to
induce adoption.
The many studies which showed potential benefit to
noise and vibration control, and which demonstrated
operational safety and potential for reduced maintenance
costs did result in adoption of resilient rail fixation.
Further development followed including the light weight
undamped floating slab concept. This presentation is a
review of the designs developed and implemented for
reduction of ground and structure-borne noise from the
rail systems and the control of wayside airborne noise
from surface and viaduct guideways.
Following the initial successes with the then new rail
fixation technology, the work on development of
improved and more effective noise and vibration control
technology for the rail systems continued throughout the
1980's and 90's. In some cases this was a continuing
effort to reduce costs and/or improve performance.
However, it was also due to the imposition of more and
more restrictive wayside noise and vibration
requirements. Generally the same car interior noise and
station platform noise criteria as were developed early on
continue to be used. But as more and more cities or
jurisdictions adopted restrictive environmental controls it
has become an increasing requirement that new rail
transit systems provide extensive vibration and noise
control. One of the most graphic examples is the
requirement for very low wayside noise and vibration by
the Hong Kong Environmental Protection Department,
EPD, as part of its overall program to reduce future
outdoor noise levels in one of the noisiest cities in the
world.
Track Fixation Developments
In evaluating and developing new or existing
technology regarding the noise and vibration generated, it
is extremely important that all aspects contributing to the
noise and vibration be considered. There are numerous
instances in the literature presenting glowing results
which were in fact due to change of two or multiple
parameters rather than the item being studied or
evaluated. For example, considering the wayside noise
from trains operating on at-grade or viaduct guideway,
the principle noise sources are the propulsion system,
including the motors and gearing, the wheel/rail system
and auxiliary equipment such as air conditioners. At
higher speeds, the propulsion system noise usually
predominates, unless the wheels and rail are in poor
condition. At medium speeds the wheel/rail noise
usually predominates, but may be affected by auxiliary
equipment noise. At low speeds or stopped, the auxiliary
equipment noise dominates. Application of mechanical
service brakes can also result in dominant noise. Thus,
all of these factors must be considered when assessing
the wayside noise.
Factors which affect the structure-radiated noise from
a viaduct or the groundborne noise and vibration from at-
grade and subway installations are primarily the
guideway deck and girder construction, the rail fixation
system and the dynamics of the vehicle bogie, principally
the unsprung weight and the primary suspension
resonance frequency. In several instances a change in the
bogie dynamics resulted in erroneous evaluation of the
effect of rail fastener changes which were being
evaluated because the bogie dynamics change created a
larger more dominant effect. Evaluation of the rail
fastener performance without knowledge or recognition
of the bogie change resulted in erroneous conclusions.
The high ranking of noise and vibration as an
operational problem did result in the three new U.S.
systems and the Toronto system commissioning studies
intended to extend the existing knowledge and develop
new technology for reduction of ground and structure-
borne noise and vibration. The objectives of the studies
included developing appropriate acceptability criteria.
Feasibility and installation costs were also items of
substantial concern.
One of the significant factors at the time was the
success of the TTC system introducing resilient direct
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
fixation in place of the conventional ballast and sleeper
track or wood sleepers cast in concrete as used in
subways built in the 1920's and 30's. The original
motivation for the TTC introduction of resilient direct
fixation rail fastener on concrete trackbed was to increase
durability and life of the rail installation. The
improvement in noise and vibration performance was an
unexpected benefit.
In addition to the studies and research projects
commissioned by the three U.S. projects, the Paris Metro
extensive research program on direct fixation rail
fasteners, resiliently supported ties (STEDEF system)
and floating track slab as a means for reduction of
wayside noise and vibration from subways provided
valuable data and insights. Paris Metro also had a
parallel program of refurbishing old subway lines via
changing from steel wheels to pneumatic rubber tires as a
means to improve the overall noise and vibration
performance and other operational aspects. Although
marketed in other countries as a quiet system, the
pneumatic rubber tire system was never adopted by Paris
Metro as a feature for new installations, and was used
only for renovation of older subways.
One of the studies initiated by the BRRT was an
evaluation of pneumatic rubber tire systems compared to
steel wheel and rail to determine whether or not there
was sufficient noise and vibration benefit to justify
adoption of pneumatic rubber tire rather than steel wheel
technology. The evaluation included the Transit
Expressway vehicles on a test track in Pittsburgh,
Pennsylvania and the Paris Metro rubber tired lines. The
result of the study was the finding that, when compared
on an equal train speed and equal passenger carrying
capacity, the rubber tire system created the same or
greater noise levels in the vehicle and at the wayside for
surface guideways. The only benefit was reduced
groundborne vibration and noise. It was concluded that
in fact well maintained steel wheel and rail systems were
potentially quieter with regard to airborne noise than can
be expected for a pneumatic rubber tire system for equal
operating conditions.
Much of the early work on development of rail
fixation methods which would reduce the noise and
vibration compared to either standard ballast and tie track
or wood sleepers embedded in concrete, as used for most
systems installed prior to the 1960's, was concentrated on
the development of resilient rail fixation fasteners
(baseplates). As part of its technology development
program, the San Francisco BART system during the
design development period constructed a test track and
obtained three "laboratory" cars for assessment of various
aspects of the transit technology, including noise and
vibration. The test track included ballast and tie and
viaduct with concrete girders and decks.
Figure 1 presents drawings of the three basic types of
resilient rail fasteners used for fixing the rail directly to
concrete roadbed with a low profile device: (1) the
unbonded elastomer pad under a flat rail baseplate, (2)
the bonded assembly with flat top and bottom plates and
(3) the elliptical shaped bonded fastener with elastomer
in shear rather than compression. The first type with
unbonded flat elastomer was the type used in Toronto,
and was the type investigated during the Paris Metro
testing. Early experience showed the need for steel
springs at the anchor bolts to prevent fatigue failure of
the bolts. To eliminate the need for anchor bolt springs,
the bonded fastener configuration evolved and a number
of this type were included in the BART test track
evaluations. There were many versions of the unbonded
and bonded types of rail fasteners that were developed
and which were evaluated for noise and vibration
characteristics, both wayside noise and structure-borne
noise. Figure 2 is a photograph showing the
experimental setup for measuring wayside noise and
ground vibration at the BART test track in 1966.
Figure 1 Three basic types of resilient direct
fixation rail fasteners, unbonded,
bonded and Cologne Egg
Figure 2 Photo of BART Test Track concrete
viaduct and trial sound barrier wall
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
The requirements for rail support safety and
durability resulted in rejection of many configurations
developed by various manufacturers. Many candidates
that had promising noise and vibration performance
failed the 3 or 5 million cycle alternating vertical and
lateral load test imposed. Also, providing for limited
lateral rail deflection reduced the vibration and noise
control effectiveness, eliminating further submissions.
In addition to resilient rail fastenings, resilient wheels
of various types have been one of the features considered
for transit vehicles for reduction of noise and vibration.
Figure 3 shows the main types of resilient wheels which
have been considered and which were included in the
testing at the BART test track. Note that the PCC type
wheel is a super-resilient design which has been used
since the 1930's on streetcars for general noise reduction,
particularly reduction of wheel squeal noise. This was
particularly important with streetcars because of the short
radius curves. With modern rail transit systems, limiting
the minimum radius to about 200-250 m avoids wheel
squeal. Thus, there is little benefit from use of resilient
wheels on heavy rail transit. In general, while there have
been experimental installations, all of the modern rail
transit systems use solid steel wheels or non-resilient
aluminum centered wheels with steel tires. For heavy
rail transit systems with shorter radius curves the wheel
squeal is generally controlled using ring-dampers on the
wheels rather than resilient wheels. In contrast, most
modern light rail systems do have resilient wheels, not
the PCC super-resilient type, but a resilient insert type
such as the Bochum wheel.
Figure 3 Three types of resilient wheels tested
for application to rail transit
Because resilient wheels were one of the parameters
being tested via the "laboratory" cars at the BART test
track, many of the initial tests on the effectiveness of
different types of resilient rail fasteners were
inconclusive and in fact incorrect. This occurred because
the particular laboratory vehicle used for all of the initial
rail fastener tests at the concrete aerial structure was
equipped at the time with the SAB (PCC) type resilient
wheels. This wheel had resilience that was far greater
than that of any of the rail fasteners, resulting in the
measurements showing essentially no difference
regardless of the stiffness or other characteristics of the
rail fastener. The result of this evaluation was selection
of a relatively stiff resilient fastener, about 75 kN/mm for
the BART viaduct and subway installations. When later
tests with standard steel wheels revealed the error in the
early conclusions, the result was identification that a rail
fastener stiffness in the range of 17 to 22 kN/mm was
about the optimum compromise between maintenance of
rail stability and minimizing structure-borne noise
radiated from viaduct or transmitted from subways.
At the BART system concrete viaducts, the stiff
fastener did result in some low frequency noise radiated
from the structure but it was barely audible and did not
increase the total A-weighted wayside noise level from
the trains. Systems constructed later have used the softer
fasteners with the result that there is lower radiation of
noise from the viaduct structures and use of sound barrier
walls is more effective in controlling wayside noise.
Figure 4 BART concrete viaduct with sound
barrier wall
Most of the noise control provisions of the initial 112
kilometer BART system were concentrated on control of
noise at the vehicle via specified maximum noise levels
for the propulsion system and auxiliary equipment and
because wayside noise was not considered an important
parameter beyond the provisions of continuous welded
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
rail and concrete aerial structure. There was only one
small section of sound barrier wall. Figure 4 is a photo
showing the sound barrier wall applied to the BART
viaduct, a modification which resulted in about 6 dBA
reduction of wayside noise.
The Metropolitan Atlanta Rapid Transit, MARTA,
system followed the design of the three earlier U.S.
systems and as a result incorporated more of the
provisions for control of noise and vibration. Figure 5 is
a photo of a MARTA steel girder and concrete deck
aerial structure on which the softer variety of rail
fasteners and the sound barrier wall were used
extensively to reduce wayside noise from the viaducts.
In this case, because the design requirements for safety
walks on the outside edges of the viaduct deck made the
deck much wider with resulting increased noise radiation,
it was essential that the softer direct fixation fasteners be
used in order to allow sound barrier walls to produce the
expected noise reduction. Without the softer version of
the rail fastener, the structural radiation from the
MARTA aerial structure would have been a dominant
source of noise. Constrained layer damping was used on
the steel girders to give approximately the same noise
radiation as for concrete girders along noise sensitive
sections of trackway, including all sections with sound
barrier wall. At locations where the viaduct girders do
not have the constrained layer damping, there is
significant noise radiation from the steel girders. The
MARTA sound barriers provided 8-9 dBA reduction of
wayside noise.
Figure 5 MARTA double track concrete deck
with damped steel girder and sound
barrier wall
There has been continuing development of new
configurations and versions of the resilient rail fasteners.
The major variation from the flat plate rail fasteners, as
shown on Figure 1, was the introduction in about 1979 of
the elliptical-shaped "Cologne Egg" fastener which
places the elastomer in shear for vertical load and
compression for lateral loads. This allows for a much
softer rail support while maintaining the rail stability
required for safe operation of the rail vehicles. The
Cologne Egg type fasteners can have a vertical stiffness
in the range of 9 to 13 kN/mm, which is of significant
benefit in reducing structure-borne radiation from viaduct
structures with steel girder and in reduction of
groundborne vibration and noise from subway or at-
grade rail installations.
The basic limitations on rail support lateral stiffness
and/or rail lateral deflections limit the lower range of
stiffness which can be achieved with the flat plate type of
rail fastener, either the bonded or non-bonded
configuration. Thus, there is a practical limit to the
reduction of groundborne noise and vibration from at-
grade and subway installations of flat plate type of rail
fasteners. As it turns out, the minimum practical
stiffness results in groundborne vibration and noise
similar to that resulting from ballast and tie track.
Because of the characteristics of the Cologne Egg type
fastener, the result is a reduction by 6 to 8 dB of the
groundborne vibration and noise for frequencies above
about 40 Hz. In many cases, this is sufficient to achieve
satisfactory results, particularly for new rail facilities
placed adjacent to non-noise-sensitive land uses.
An alternative design which also provides about 6-8
dB greater reduction of groundborne noise for
frequencies above about 40-50 Hz is the resiliently
supported or booted double tie. This is the STEDEF
design which was included in the early Paris Metro
studies and has been used at some locations where the
additional reduction was considered adequate,
particularly before the Cologne Egg gained acceptance.
The resilient double tie system, now called Low
Vibration Track, is not low profile, requiring a second
pour of concrete to embed the ties, but does have the
advantage of reduced radiation of airborne noise from the
rail because of the stiff fixation to the concrete tie mass.
Floating Slab Track
There are may instances where the control of ground
and structure-borne noise levels achieved by resilient rail
fasteners, or the alternative Cologne Egg or Low
Vibration Track, are not low enough for satisfactory or
acceptable results. Adjacent land uses which are noise
sensitive, such as residential, school or performing arts
facilities, and in some cases even commercial facilities
such as office or court buildings may require a higher
degree of noise reduction. In these instances the practical
alternative is a fully vibration isolated or floating track
slab design.
As a part of the noise and vibration assessments
performed for the new U.S. transit systems,
measurements were made of the groundborne noise and
vibration at various locations in buildings near the
existing subways in Toronto and at other existing transit
systems such as those in Philadelphia and Chicago.
Further, information from the Paris Metro and other
studies in the literature were used along with the
measurement results to develop a basis for projecting the
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
expected groundborne noise at locations along the
Washington, D.C. Metro routes to determine whether or
not mitigation was needed. This same procedure was
used for subsequent evaluations and projections with a
continuing growth of the database as new systems went
into operation providing opportunities for additional
measurements.
The initial assessments indicated several locations
along the WMATA route where mitigation beyond that
which could be provided with resilient rail fasteners was
necessary. Initially, the planners and consultants for the
system thought that a floating slab track type of
mitigation would be needed at stations, but not in other
locations. An objective analysis showed that there were
many locations requiring added mitigation but only a few
instances where track through stations needed the
mitigation.
Identifying the need for mitigation at the WMATA
system subways motivated the development of the initial
light weight loading slab configuration. There had
previously been a successful floating slab type of
installation at the Barbican Scheme site in the City of
London where residential development, an Arts Center
and several buildings sensitive to noise were located
close to an underground railway. When the railway was
realigned, a slab bridge deck type of design was
developed, a design which required substantial increase
in depth of the subway tunnel, along with the installation
of a complex system of crossbeams on rubber bearings
under the ends of 10 m length concrete bridge decks with
a damping layer and ballasted track on top. The design
incorporated lateral bearings for lateral restraint without
reduction of the isolation affect. The stiffness of the
natural rubber bearings was tuned to about 6 Hz,
considering the mass of the bridge deck and the ballasted
track. A similar system was installed some years lateral
on the London Heathrow transit line. This type of design
was very complex and expensive so that there was strong
motivation to develop an alternative design which would
be effective and of much lower cost, including minimum
depth to minimize additional cost in excavating the
subway tunnel.
One of the factors which had discouraged prior
development of a light weight floating track slab system
was the perception that damping was needed to prevent
amplification of the wheel/rail interface vibration forces
at the natural frequency of the floating slab on the
resilient bearings. The Barbican and Heathrow slabs had
heavy damping layers in addition to the ballast to
accomplish damping of the floating track assembly.
After an analysis of the type of forces applied by a
moving rail vehicle to the trackbed and the supporting
structure, it was identified that the forces are random
impact-like forces and moving or non-stationary relative
to the support system. Therefore, it was concluded that
the response would be more similar to the response of a
spring mass system to an impulse or impact force than
that due to steady-state excitation, which is the more
familiar type of analysis. This conclusion led to the
estimate of 2 to 3 dB amplification factor for a lightly
damped floating slab track system rather than the 15 to
20 dB amplification that would be expected for steady-
state excitation of the same system.
Figure 6 Cross-section of continuous floating
slab design developed for WMATA
Figure 6 presents a cross-section of the light weight
floating slab design developed from the analysis which
indicated that the moving random excitation would create
the effect of a damped single-degree-of-freedom system.
For the WMATA system continuous cast-in-place
floating slabs using a sheet metal form or shutter left in
place were constructed. Stationary steady-state tests of
an initial installation did indicate an amplification factor
of 15 to 17 dB at the design resonance frequency, but that
for frequencies of concern in the groundborne noise there
was substantial reduction.
This design did achieve the goal of low profile while
retaining enough mass to achieve the 15 to 20 dB of
groundborne noise reduction needed at some locations.
The added depth for box-section tunnels was small, 300
mm, and the design was adaptable to round tunnels
without increasing the tunnel diameter.
A significant part of the development of the design
was the determination of the appropriate elastomer for
the floating slab. To this end there were several
requirements that limited the design. One was an
imposed limit of 3 mm for rail deflection. Another was a
limit of 300 mm for the total depth of the slab and
resilient pads, at least for the initial installations. A third
limit was the need to have natural frequency low enough
to provide the groundborne noise reduction required and
low enough to avoid interaction with the vehicle bogie
primarily resonance frequency. These requirements
taken together indicated that natural rubber was the best
selection for the elastomer. With natural rubber the ratio
of dynamic-to-static stiffness is the minimum, allowing
for a ratio less than 1.4. Most synthetic elastomers,
including Neoprene, have a ratio of 2.0 to 2.5, resulting
in substantially greater rail deflection for a given
resonance frequency. Natural rubber was also known
and demonstrated to have a long service life and can be
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
formulated to have very low creep under compressive
load.
Through correspondence in 1972 with the Malaysian
Rubber Bureau in the U.K., a formulation specifically
tailored for floating slab track was developed and has
subsequently been used as the specified elastomer with
great success. Some of the earliest installations have
been in service for nearly 30 years and show no signs of
deterioration or change in mechanical properties. There
are many older installations of natural rubber bearings
used for vibration isolation applications or other purposes
which demonstrate the expectation of very long life. One
of the oldest is the Victorian Railway's viaduct between
the Flinders Street and Spencer Street Stations in
Melbourne where the installation completed in 1891 is
still in service. The rubber isolation pads between the
viaduct structure and the supporting piers are still in
excellent condition and functioning to minimize vibration
transmitted from the trains to the stone and brick piers.
With the selection of elastomer, the design of the
WMATA floating slabs was determined, including the
decision to cast-in-situ continuous slabs with pinned
moment connections between individual sections as the
concrete was poured. While these floating slabs were
successful in reducing the groundborne noise and
vibration, they also radiated airborne noise due to
bending waves in the continuous slabs. For standard
track the low frequency radiated noise was a barely
noticeable addition to the noise generated by the train
propulsion equipment. However, at special trackwork,
the noise was thunderous, audible in the cars and at
station platforms where a crossover was located near the
station. The main problem encountered was that for
some sections the contractors were allowed to substitute
polyurethane elastomer pads for the natural rubber pads.
The polyurethane pads turned out to be hydroscopic and
lost their mechanical stiffness when exposed to water.
The failed pads had to be replaced, a process which was
difficult and expensive due to the continuous poured-in-
place slab configuration.
In 1974 the TTC opened a new Yonge Street
Extension with only the resilient rail fasteners for
mitigation. This line went further into residential areas
than previous lines and resulted in a huge amount of
complaints about groundborne noise and vibration. This
led to extensive research and development programs both
to improve the existing new line and to identify better
mitigation for future new subway lines. One of the TTC
track engineers proposed precast concrete sections as a
lower cost alternative to the continuous floating slab.
The configuration proposed also provided for access and
easy replacement of the isolation pads. With revisions to
optimize the acoustical performance, the design was
developed into what is known as the double-tie or
discontinuous floating slab track.
Figure 7 is a plan view showing the typical 1.5 m
length segments for the floating slab. The side pads and
end pads provide for complete isolation with mechanical
retention and to accommodate lateral loadings. Figure 8
is a photo of the double-tie floating slab system before
installation of the rail fasteners and rail. This
configuration essentially eliminates the airborne noise
radiated from the slab as an addition to train noise heard
by the patrons, provided that the resilient rail fastener has
sufficient resilience to control transmission of higher
frequency vibration from the rail to the slab. At the TTC
system, the noise radiated from the slabs is at or below
the train noise level at the same frequencies and is not
noticeable either on station platforms or in the cars. At
some other more recent installations where the rail
fastening is too stiff, there is noticeable noise radiation
from the slabs. In one instance, the rail was fastened
directly to the slabs, resulting in very high noise level
radiated into the cars and very poor groundborne noise
control performance.
Figure 7 TTC double-tie discontinuous floating
slab design - 1500 mm length precast
concrete blocks
Figure 8 Photo of TTC double-tie system in
subway - before installation of the
rail fasteners and rail.
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
The earliest installations in Toronto, with the natural
rubber bearing pads as specified, have now been in
service for 28 years without any evidence of deterioration
of the rubber pads. Further, there has been no added or
special maintenance required or created by the floating
slabs. The success of the design has led to the adoption
by a number of rail transit facilities where mitigation of
groundborne noise has been necessary. These include
the MARTA system in Atlanta and the transit facilities in
Los Angeles, Buffalo and recent extensions of the BART
system. Other notable applications are at the Hong Kong
Mass Transit Railway and at the Canary Wharf in
London, U.K.
Another early installation of the double tie concept
floating slab was at the Melbourne Underground Loop,
MURLA, subway. The four lines of the Loop are in
close proximity to a number of noise sensitive facilities.
Therefore, an extensive study was completed by
Victorian Railways over the period from 1973 through
1978. This study included a trial installation at the
Jolimont Cutting to provide in-service testing and
evaluation of the proposed floating slab track system.
While the intermediate mitigation of resilient booted tie
system would have been adequate at some locations, it
was not adequate at others. To avoid the complication of
multiple transitions and multiple types of trackwork to be
maintained, it was determined the entire Loop network
would be the double-tie floating slab. The system was
completed and opened in 1981.
Recent Developments
The new extensions of the Hong Kong MTRC and the
new line constructed for the Kowloon Canton Railway
Corporation, KCRC, have required creative combinations
of structure-borne noise control and sound barrier
technology. The environmental requirements for these
new facilities are among the most restrictive in the world.
At first it was thought that achieving the design goal of
64 dBA at 25 m for a train at 140 km/hr would require a
covered viaduct with floating slab track. However, using
the floating slab track design principles developed and
refined from experience with each new system combined
with a new approach to sound barrier wall design enabled
creating an overall design achieving the low wayside
noise level without a complete cover over the guideway.
The overall design approach for the 21 km KCRC
viaduct was the use of concrete guideway and girders,
floating slab track to minimize structure-borne noise
radiation from the guideway and integral sound barriers,
soft rail fasteners to minimize noise radiation from the
floating track slabs, sound barrier walls with sound
absorption and an undercar/under-walkway sound
absorptive plenum to supplement the sound barrier walls.
The overall design also required low noise performance
for the vehicle propulsion and auxiliary equipment. For
example, a typical roof-mounted air conditioner could by
itself exceed the overall wayside noise allowance, since
the AC unit noise would not be mitigated by a sound
barrier wall.
Figure 9 is a representation of the KCRC viaduct final
design showing the elements included for control of
wayside noise, the all-concrete structure, the floating slab
track, the sound barrier wall with absorption and the
under-walkway plenum with absorption to minimize
noise transmitted to the walkway-to-car gap to the sound
barrier wall and thence to the wayside. Figure 10 is a
photo of the completed viaduct and Figure 11 is a close-
up photo showing the floating slab segments with the soft
Cologne Egg type rail fastener. Trains began running on
this facility in 2004 and the wayside noise measured was
64 dBA Leqmax at 25 m for an 8-car train at 140 km/hr.
Figure 9 KCRC viaduct with floating slab track,
absorptive sound barrier wall and under
walkway absorptive plenum
Figure 10 Photo of KCRC viaduct completed
The fact that the new KCRC viaduct was designed
and constructed to successfully control the wayside noise
without need for complete cover over the trackway
demonstrates that the principles, procedures and
materials which have been developed do accomplish the
acoustical design goals. The design represented in
Figure 9 was based entirely on empirical and analytical
4VSGIIHMRKWSJ%'3978-'7 2SZIQFIV+SPH'SEWX%YWXVEPME
design analysis without construction of a test track or test
section to demonstrate the performance.
Figure 11 Close-up view of KCRC viaduct
floating slabs with low stiffness rail
fasteners
Summary
Through the application of simple vibration isolation
design principles with careful attention to the entire
complex system affected by individual noise and
vibration control features, it has been found possible to
greatly reduce both the wayside airborne noise from
viaduct structures and the groundborne noise and
vibration from subway and at-grade rail installations.
The principles applied to viaducts can also, of course, be
applied to bridges. With attention to the design factors
which affect structure-radiated noise, it has been possible
to reduce the unmitigated wayside noise from the range
of 84 to 87 LAeqmax at 15 m for 130 km/hr train on a
concrete viaduct structure to 65-67 LAeqmax for the same
conditions but with mitigation.
Through development of light weight, undamped
floating slab systems which take into account the vehicle
bogie dynamics, the trackway or subway structure mass
and the surrounding geology characteristics, it is now
possible to install new rail systems in very close
proximity to noise sensitive land uses without the impact
of low frequency rumbling noise which has traditionally
been associated with rail system subway trains. For
example, initial operations of the TTC Spadina line,
which opened in 1978, resulted in complaints from only
two houses and it turned out these were due to problems
with flat wheels during the initial operations. After the
flat wheel problems were corrected, there were no further
complaints and it was reported that trains in a tunnel only
3 m from houses were only occasionally audible.
With the technology and materials now available for
rail system noise and vibration control, it is possible to
install new facilities in locations or along alignments
which in the past would have been considered
unfavorable because of the noise and vibration impacts.
Even with the more restrictive standards now imposed by
many jurisdictions, the transit system planners and
designers have less limitations regarding selection of
alignments for new transit facilities. Of course, there still
remains the problem of convincing the neighbors of a
potential new facility that the wayside noise and
vibration will be satisfactory and acceptable in the
community.
References
[1] "Comparison of Noise and Vibration Levels in Rapid
Transit Vehicle Systems", NCTA Technical Report,
by Operations Research Incorporated, April 1964.
[2] Allen, P. W., Lindley, P.B. and Payne, A. R., "Use
of Rubber in Engineering", Proceedings of a
Conference held at Imperial College of Science and
Technology, London, 1966.
[3] "Aerial Structure Noise and Vibration
Measurements", Technical Report prepared by
Wilson, Ihrig & Associates, Inc., October 1966.
[4] "Diablo Test Track Noise and Vibration
Measurements, Technical Report prepared by
Wilson, Ihrig & Associates, Inc., June 1967.
[5] "San Francisco Bay Area Rapid Transit District
Demonstration Project Technical Report Number 8 -
Acoustic Studies", prepared by Parsons
Brinckerhoff-Tudor-Bechtel, June 1968.
[6] Colombaud, J. L., "Noise and vibration levels suit
ballastless track for underground railways", Rail
Engineering International Conference, June 1973.
[7] "Noise and Vibration Design Criteria and
Recommendations, Baltimore Region Rapid Transit
System", prepared by Wilson, Ihrig & Associates,
Inc., February 1974.
[8] Transportation Systems Center General Brochure,
prepared by Transportation System Center, 1977.
[9] Lawrence, S.T., Toronto's Double Tie Trackbed
System, American Public Transit Association Rapid
Transit Conference, Chicago, IL, 5-8 June 1978.
[10]"Guidelines for Design of Rapid Transit Facilities",
prepared by Rail Transit Committee, American
Public Transit Association, January. 1979.
[11]Lutz, R., "Survey of the work by ORE about
Railway Noise", contributed paper to Third
International Workshop on Railway and Tracked
Transit System Noise, Monument/Pueblo, Colorado,
8-10 April 1981.
[12]"Toronto Subway System Track Vibration Isolation
System (Double Tie)" Technical Report, Toronto
Transit Commission Engineering Department, June
1982.
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/ŶĐŽŶĐůƵƐŝŽŶ͕/ǁŽƵůĚůŝŬĞƚŽƌĞƐƚĂƚĞƚŚĂƚdƵŶŶĞůͬdƌĞŶĐŚŝƐŵLJƉƌĞĨĞƌƌĞĚĐŚŽŝĐĞĂŶĚŽƵƌƉĞƚŝƚŝŽŶĨŽƌƚŚĞ
>KtZZ/>ŚĂƐϱϱϱƐŝŐŶĂƚƵƌĞƐĂƐŽĨƚŽĚĂLJ͘
ZĞƐƉĞĐƚĨƵůůLJ͕
^ǀĞƚůĂŶĂzĞƉĂŶĞĐŚŶŝŬŽǀĂ
&RXQFLO&LW\
)URP<XUL\\XUL\\HSDQHFKQLNRY#JPDLOFRP!
6HQW0RQGD\2FWREHU30
7R&RXQFLO&LW\
6XEMHFW7XQQHO7UHQFKYV+\EULGDQG9LDGXFW
ĞĂƌŝƚLJŽƵŶĐŝůĂŶĚŝƚLJ^ƚĂĨĨ͕
ƐĂůŽŶŐƚŝŵĞƌĞƐŝĚĞŶƚŽĨWĂůŽůƚŽĂŶĚƚŚĞƉƌŽƉĞƌƚLJŽǁŶĞƌŽŶWĂƌŬŽƵůĞǀĂƌĚ͕/ǁŽƵůĚůŝŬĞƚŽƐƚĂƚĞƚŚĂƚLJŽƵ
ŚĂǀĞŵLJĨƵůůƐƵƉƉŽƌƚŽŶdƵŶŶĞůͬdƌĞŶĐŚŽƉƚŝŽŶ͘ƐLJŽƵŶŐĨĂƚŚĞƌǁŝƚŚƚǁŽŬŝĚƐ/ĚŽĐĂƌĞĨŽƌƐĂĨĞƚLJĂŶĚ
ĚĞĐƌĞĂƐĞĚͬĞůŝŵŝŶĂƚĞĚŶŽŝƐĞůĞǀĞůƚŚŝƐŽƉƚŝŽŶƉƌŽǀŝĚĞƐ͘
/ǁŽƵůĚůŝŬĞƚŽĂƐŬŝƚLJŽƵŶĐŝůĂŶĚŝƚLJ^ƚĂĨĨƚŽŐĞƚĂůƚƌĂŝŶƚŽĂƉƉƌŽǀĞϮйŐƌĂĚĞ͘WůĞĂƐĞƉƵďůŝƐŚƚŚŽƐĞĞĨĨŽƌƚƐ
ĂƐĂƐƚĂŶĚŝŶŐĂŐĞŶĚĂĨŽƌƚŚĞWĂŶĚĨŽƌĂůůƚŚĞĐŽŵŵŝƚƚĞĞͬĐŽƵŶĐŝůŵĞĞƚŝŶŐƐ͘Ɛ/ƐĞĞŝƚ͕ƚŚŝƐŝƐƚŚĞŽŶĞŵŽƐƚ
ĐƌŝƚŝĐĂůĨĂĐƚŽƌƚŚĂƚǁŝůůƌĞĚƵĐĞƚŚĞĐŽƐƚŝƌƌĞƐƉĞĐƚŝǀĞŽĨƚŚĞŽƉƚŝŽŶĐŚŽƐĞŶ͘
ĚĚŝƚŝŽŶĂůůLJ͕/ǁŽƵůĚůŝŬĞƚŽĂƐŬƚŽŐĞƚĂůƚƌĂŝŶƚŽĂƉƉƌŽǀĞϭϴ͘ϱĨƚƚŽƉŽĨƌĂŝůƚŽďƌŝĚŐĞĐůĞĂƌĂŶĐĞŝŶƐƚĞĂĚŽĨ
Ϯϰ͘ϱĨƚΗ͘WůĞĂƐĞƉƵďůŝƐŚƚŚŽƐĞĞĨĨŽƌƚƐĂƐĂƐƚĂŶĚŝŶŐĂŐĞŶĚĂĨŽƌƚŚĞWĂŶĚĨŽƌĂůůƚŚĞĐŽŵŵŝƚƚĞĞͬĐŽƵŶĐŝů
ŵĞĞƚŝŶŐƐ͘
ŶƵƉĚĂƚĞŽŶƚŚĞdƌĞŶĐŚͬdƵŶŶĞůKƉƚŝŽŶǁŽƵůĚďĞŐƌĞĂƚůLJĂƉƉƌĞĐŝĂƚĞĚ͘KDͬZĂŝůŽŵŵŝƚƚĞĞĐĂŶŶŽƚŵĂŬĞ
ƵŶŝůĂƚĞƌĂůĚĞĐŝƐŝŽŶƚŽƐƵĚĚĞŶůLJƐƚŽƉŽƌŵĞƌŐĞƚŚŝƐŽƉƚŝŽŶǁŝƚŚ^ŚĂůůŽǁdƌĞŶĐŚ͘dŚĞƐĞĂƌĞƚǁŽĚŝĨĨĞƌĞŶƚ
ŽƉƚŝŽŶƐ͘dŚĞdƵŶŶĞůĨŽƌŚĂƌůĞƐƚŽŶͬDĞĂĚŽǁƐŚŽƵůĚďĞĂŶĂůLJnjĞĚǁŝƚŚĂůƚƌĂŝŶĞůĞĐƚƌŝĐĨŽƌƚƵŶŶĞůĂŶĚĨƌĞŝŐŚƚ
ƐŝŶŐůĞƌĂŝůĂƚŐƌĂĚĞ͘WͬZĞƐŝĚĞŶƚƐƐŚŽƵůĚďĞƉƌŽǀŝĚĞĚǁŝƚŚĚĞƚĂŝůĞĚĂŶĂůLJƐŝƐŽŶƚŚĞdƌĞŶĐŚͬdƵŶŶĞů
ŽƉƚŝŽŶ͘tŚŝůĞƚŚĞ^ŚĂůůŽǁdƌĞŶĐŚƐŚŽƵůĚĐŽŶƚŝŶƵĞƚŽďĞĞdžƉůŽƌĞĚĂƐƐƵŵŝŶŐϮйŐƌĂĚĞŝƐĂƉƉƌŽǀĞĚďLJ
ĂůƚƌĂŝŶ͘^ŝŶĐĞƵŶĚĞƌŐƌŽƵŶĚŝƐĂƉƌĞĨĞƌƌĞĚĐŚŽŝĐĞ͕ĂůůŽƉƚŝŽŶƐĨƌŽŵƚŚŝƐĐĂƚĞŐŽƌLJƐŚŽƵůĚŚĂǀĞĚĞƚĂŝůĞĚĂŶĂůLJƐŝƐ͘
&ƵƌƚŚĞƌŵŽƌĞ͕/ǁŽƵůĚůŝŬĞƚŽĂƐŬĨŽƌZĂŝƐĞĚƌĂŝůŽƉƚŝŽŶƐƚŽďĞŵĞƌŐĞĚƚŽŽŶĞͲ,LJďƌŝĚĂŶĚsŝĂĚƵĐƚŽƉƚŝŽŶ͘
/ŶĐŽŶĐůƵƐŝŽŶ͕/ǁŽƵůĚůŝŬĞƚŽƌĞƐƚĂƚĞƚŚĂƚdƵŶŶĞůͬdƌĞŶĐŚŝƐŵLJƉƌĞĨĞƌƌĞĚĐŚŽŝĐĞĂŶĚŽƵƌƉĞƚŝƚŝŽŶĨŽƌƚŚĞ
>KtZZ/>ŚĂƐϱϱϱƐŝŐŶĂƚƵƌĞƐĂƐŽĨƚŽĚĂLJ͘
ZĞƐƉĞĐƚĨƵůůLJ͕
zƵƌŝLJzĞƉĂŶĞĐŚŶŝŬŽǀ
&RXQFLO&LW\
)URP$PLH1HIIDPLHQHII#JPDLOFRP!
6HQW7XHVGD\2FWREHU$0
7R&RXQFLO&LW\.HHQH-DPHV6KLNDGD(G'H*HXV5REHUW
&F0DQGDU%RUNDU
6XEMHFW3XEOLF&RPPHQW:HGQHVGD\2FWREHUWK&DOWUDLQ*UDGH6HSDUDWLRQ
'ŽŽĚDŽƌŶŝŶŐŽƵŶĐŝůĂŶĚZĂŝůŽŵŵŝƚƚĞĞDĞŵďĞƌƐ͕
/ΖĚůŝŬĞƚŽĂĚĚƌĞƐƐƚŚĞĐŽŵŵŝƚƚĞĞĂŶĚĂŶĚŽƵƌĐŝƚLJƚƌĂŶƐƉŽƌƚĂƚŝŽŶƐƉĞĐŝĂůŝƐƚƐĂďŽƵƚĂĨĞǁĐůĂƌŝĨŝĐĂƚŝŽŶƐĂŶĚƌĞƋƵĞƐƚƐ/
ďĞůŝĞǀĞĂƌĞĐƌƵĐŝĂůďĞĨŽƌĞŵŽǀŝŶŐĨŽƌǁĂƌĚǁŝƚŚƚŚĞǀĞƌLJĐŽƐƚůLJĂŶĚŝŵƉŽƌƚĂŶƚĚĞĐŝƐŝŽŶĂďŽƵƚŚŽǁƚŽĂĚĚƌĞƐƐĂůƚƌĂŝŶΖƐ
ƉĞŶĚŝŶŐĞůĞĐƚƌŝĨŝĐĂƚŝŽŶĂŶĚŝŶĐƌĞĂƐĞĚƌŝĚĞƌƐŚŝƉŐŽĂůƐ͘
/ǁŽƵůĚůŝŬĞƚŽƚŚĂŶŬƚŚĞĐŽŵŵŝƚƚĞĞĨŽƌƚŚĞŝƌƚŝŵĞ͕ĂŶĚƚŚĞĐŝƚLJĨŽƌƉƌŽǀŝĚŝŶŐĂĐĐĞƐƐƚŽƚŚĞďŝŐĞƐŝŐŶŽĂƌĚƐƚŚĂƚǁĞƌĞ
ƉƌĞƐĞŶƚĞĚĂƚƚŚĞƵŐƵƐƚϮϯƌĚŵĞĞƚŝŶŐ͘/ǁĂƐŶŽƚĂďůĞƚŽĂƚƚĞŶĚƚŚĂƚŵĞĞƚŝŶŐĂŶĚĂŵŐůĂĚƚŽďĞĂďůĞƚŽƐĞĞǁŚĂƚŝƐďĞŝŶŐ
ĚŝƐĐƵƐƐĞĚǁŝƚŚŵŽƌĞƚŝŵĞĂŶĚĂƚƚĞŶƚŝŽŶ͘zŽƵƉƌŽǀŝĚĞĚĞŶŽƵŐŚŝŶĨŽƌŵĂƚŝŽŶƚŚĂƚ/ƐĞĞǁŚĞƌĞĞĂĐŚŽƉƚŝŽŶďĞŐŝŶƐĂŶĚ
ĞŶĚƐ͕ƚŚĞĚĞƉƚŚŽƌŚĞŝŐŚƚŽĨƚŚĞƚƌĂĐŬƐ͕ĂŶĚƚŚĞƐůŽƉĞƉƌŽĨŝůĞ͘
dŚĞƌĞĂƌĞŶŽƚĂďůĞŽŵŝƐƐŝŽŶƐŽŶƚŚĞΗdLJƉŝĐĂů^ĞĐƚŝŽŶΗŝŵĂŐĞƐǁŚŝĐŚŵĂŬĞƐŝƚĚŝĨĨŝĐƵůƚƚŽƵŶĚĞƌƐƚĂŶĚŚŽǁĞĂĐŚĂůƚĞƌŶĂƚŝǀĞ
ŵŝŐŚƚůŽŽŬ͘
W>^^͗
ŚƚƚƉƐ͗ͬͬƉĂŐƌĂĚĞƐĞƉ͘ĐŽŵͬǁƉͲĐŽŶƚĞŶƚͬƵƉůŽĂĚƐͬϮϬϭϴͬϬϴͬDĞĂĚŽǁͲƌͲŚĂƌůĞƐƚŽŶͲZĚͲsŝĂĚƵĐƚͲ&ƵůůͲdƌĞŶĐŚͲDsͲDd͘ƉĚĨ
dŚĞϭϬϬΖŐƌĂƉŚŝĐĂůƐĐĂůĞŝŶƚŚĞƌŝŐŚƚŚĂŶĚďŽƚƚŽŵĐŽƌŶĞƌŝƐŽŶůLJĂƉƉůŝĐĂďůĞƚŽƚŚĞĂůƌĞĂĚLJŐƌĂƉŚĞĚƐĞĐƚŝŽŶĂŶĚŵĂƉƉĞĚ
ƐĞŐŵĞŶƚ͘dŚĂƚƐĐĂůĞĚŽĞƐŶΖƚĂƉƉůLJƚŽƚŚĞΗdLJƉŝĐĂů^ĞĐƚŝŽŶƐΗŽĨƚŚĞƚƌĂŝŶŝŶƚŚĞƚƌĞŶĐŚ͕ŽƌĞůĞǀĂƚĞĚŽƉƚŝŽŶƐŽŶĞŝƚŚĞƌ
ďŽĂƌĚ͘
/ŶĨĂĐƚ͕ƚŚĞdLJƉŝĐĂů^ĞĐƚŝŽŶƐ͕;ŝŵĂŐĞƐǁŚŝĐŚĂƌĞŵŽƐƚƌĞůĂƚĂďůĞƚŽƵƐ͕ͿŚĂǀĞŶŽƐĐĂůĞ͕ŶŽĐŽŶƚĞdžƚĂŶĚŶŽĚŝŵĞŶƐŝŽŶƐ͘KƚŚĞƌ
ƚŚĂŶŝŶĨŽƌŵĂƚŝŽŶĂďŽƵƚƚƌĂĐŬŚĞŝŐŚƚŽƌĚĞƉƚŚ͕/ŚĂǀĞŶŽǁĂLJŽĨƵŶĚĞƌƐƚĂŶĚŝŶŐ͕ŝĨ/ůŝǀĞĂůŽŶŐWĂƌŬ͕ŚŽǁĐůŽƐĞƚŚĂƚǁĂůůŽƌ
ǀŝĂĚƵĐƚǁŝůůƚŽďĞƚŽŵLJďĂĐŬĚĞĐŬŽƌƌŽŽĨůŝŶĞŽƌŚŽǁŚŝŐŚŝƚŝƐŝŶƌĞůĂƚŝŽŶƚŽŵLJŚŽƵƐĞ͘/ŬŶŽǁƚŚĞĂǀĞƌĂŐĞŚŽŵĞŚĞŝŐŚƚƐ
ĂůŽŶŐƚŚĞƚƌĂĐŬĂƌĞϭϮΖͲϬΗ͕ŝĨƚŚĞƚƌĂĐŬƐŵŝŐŚƚďĞϯΖͲϬŽƌĞǀĞŶϴΖͲϬΗĂďŽǀĞƚŚĞƚŽƉŽĨŵLJŚŽƵƐĞ͕ŚŽǁŚŝŐŚǁŝůůƚŚĞƚƌĂŝŶďĞ͍
,ŽǁƚĂůůŝƐĂƚƌĂŝŶ͍
/ŚŽƉĞƚŚĂƚǁĞĐĂŶĂƐŬƚŚĞƚĞĂŵǁŚŽƉƵƚƚŽŐĞƚŚĞƌƚŚĞƐĞďŽĂƌĚƐƚŽŐŽĂƐŵĂůůƐƚĞƉĨƵƌƚŚĞƌŝŶŐŝǀŝŶŐƵƐĂƐĞŶƐĞŽĨƚŚĞ
ƉƌŽƉŽƐĂůƐƚŚĂƚĐŽƌƌĞƐƉŽŶĚƐƚŽŽƵƌƵŶĚĞƌƐƚĂŶĚŝŶŐŽĨƚŚĞƌĞĂůǁŽƌůĚ͘/ƚĚŽĞƐŶ͛ƚƚĂŬĞŵƵĐŚƚŽĚƌĂǁŝŶĂƚƌĞĞ͕ĂŚŽƵƐĞ͕ĂĐĂƌ͕
ŽƌĂƉĞƌƐŽŶĨŽƌĐŽŶƚĞdžƚ͕ďƵƚŝƚŝŶĨŽƌŵƐŽƵƌƵŶĚĞƌƐƚĂŶĚŝŶŐĞŶŽƌŵŽƵƐůLJ͘
DŽƌĞŝŵƉŽƌƚĂŶƚůLJ͕/ǁĂŶƚƚŽŵĂŬĞŝƚĐůĞĂƌƚŚĂƚǁŝƚŚŽƵƚĂŶĂƉƉƌŽǀĂůĨƌŽŵĂůdƌĂŝŶƚŚĂƚǁĞĐĂŶĚĞƐŝŐŶǁŝƚŚĂϮйŐƌĂĚĞ͕
ƚŚĞŽƉƚŝŽŶƚŽƚƌĞŶĐŚŝŶ^ŽƵƚŚWĂůŽůƚŽŝƐŶŽƚŽŶƚŚĞƚĂďůĞ͘tŚLJĐŽŶƚŝŶƵĞƚŽĞŶƚĞƌƚĂŝŶĂƚƌĞŶĐŚŝŶŐŽƉƚŝŽŶǁŝƚŚŽƵƚƚŚĂƚ
ĂƉƉƌŽǀĂů͍/ǁŽƵůĚĂƐŬƚŚĂƚƚŚĞŝƚLJŽƵŶĐŝůĚŽƚŚĞŝƌĚƵĞĚŝůŝŐĞŶĐĞ͘ZĞƋƵĞƐƚƚŚĞĨŽůůŽǁŝŶŐĚĞƐŝŐŶĂƐƐƵƌĂŶĐĞƐĂŶĚ
ĐůĂƌŝĨŝĐĂƚŝŽŶƐĨƌŽŵĂůƚƌĂŝŶ͗
ϭͿ'ƌĂŶƚƵƐƉĞƌŵŝƐƐŝŽŶƚŽĚĞƐŝŐŶĨŽƌϮйŐƌĂĚĞĚƵĞƚŽƚŚĞƐƚƌĞĂŵƐǁĞĂƌĞǁŽƌŬŝŶŐĂƌŽƵŶĚ͘
ϮͿůƐĞǁŚĞƌĞĐůĞĂƌĂŶĐĞŚĞŝŐŚƚĨŽƌƚƌĂŝŶƐŝƐϭϴͲϭͬϮΖ͕ǁŚLJĂƌĞǁĞďĞŝŶŐŚĞůĚƚŽĚŝĨĨĞƌĞŶƚĚĞƐŝŐŶƐƚĂŶĚĂƌĚŽĨϮϰͲϭͬϮΖ͍ĂŶ
ǁĞƐŚŽŽƚĨŽƌƚŚĞůŽǁĞƌĐůĞĂƌĂŶĐĞ͍
ϯͿtĞǁŽƵůĚůŝŬĞĐůĂƌŝĨŝĐĂƚŝŽŶĂďŽƵƚǁŚĂƚŽƉƚŝŽŶƐǁĞŚĂǀĞƚŽƌĞĐůĂŝŵƚŚĞƐƉĂĐĞƌĞƚƵƌŶĞĚƚŽƵƐŝŶƚŚĞƌŝŐŚƚŽĨǁĂLJŶŽǁ
ŽĐĐƵƉŝĞĚďLJƚŚĞƌĂŝůƐƐŚŽƵůĚǁĞĐŚŽƐĞƚŽĐŽŶƐƚƌƵĐƚĂƚƵŶŶĞůŽƌĂǀŝĂĚƵĐƚ͘tŝůůƚŚĂƚƐƉĂĐĞďĞĂǀĂŝůĂďůĞƚŽWĂůŽůƚŽΖƐ
ĐŽŵŵƵŶŝƚLJ͍
&ŝŶĂůůLJ͕/ǁŽƵůĚůŝŬĞƚŚĞĐŽŵŵŝƚƚĞĞƚŽůĞĂǀĞĂŵŽŶŐŽƵƌŽƉƚŝŽŶƐƚŚĞĐŽŶƐƚƌƵĐƚŝŽŶŽĨĂƐŚŽƌƚ͕ƐŚĂůůŽǁƚƵŶŶĞůďĞƚǁĞĞŶ^ĂŶ
ŶƚŽŶŝŽĂŶĚĂůǀĞƐƚĂƚŝŽŶƐƚŚĂƚĂůůŽǁĞĚƚŚĞĨƌĞŝŐŚƚƚŽƌĞŵĂŝŶŝŶƉůĂĐĞĂďŽǀĞĂŶĚĂůdƌĂŝŶƚŽŐŽŝŶĂƚƵŶŶĞůďĞůŽǁ͘/ƚ
ĐĂŶďĞůƵŵƉĞĚŝŶƚŽƚŚĞĐŝƚLJǁŝĚĞƚƵŶŶĞůŽƉƚŝŽŶ͘
DĂŶLJZĞŐĂƌĚƐ͕
ͲͲ
ŵŝĞEĞĨĨ
D͘ƌĐŚ͕>ΠW
&RXQFLO&LW\
)URP)ORUHQFH/D5LYLHUHIORUHQFH#UHIXJHRUJ!
6HQW7XHVGD\2FWREHU30
7R&RXQFLO&LW\
6XEMHFW5DLO6HSDUDWLRQ
ĞĂƌŽƵŶĐŝůŵĞŵďĞƌƐ͕
tĞůŝǀĞŝŶ^ŽƵƚŚWĂůŽůƚŽĂďůŽĐŬĨƌŽŵƚŚĞƚƌĂŝŶ͘tĞŚĂǀĞůŝǀĞĚŚĞƌĞƐŝŶĐĞϭϵϱϬ͘tĞĨĂǀŽƌƚŚĞƚƌĞŶĐŚͬƚƵŶŶĞůŽƉƚŝŽŶĨŽƌ
DĞĂĚŽǁĂŶĚŚĂƌůĞƐƚŽŶƌĂŝůƌŽĂĚĐƌŽƐƐŝŶŐƐ͘LJƚŚĞǁĂLJ͕ǁŚĂƚŝƐƚŚĞƐƚĂƚƵƐŽĨƚŚĞƉĂƌƚŝĂůƚƵŶŶĞůǁŝƚŚƐŝŶŐůĞƌĂŝůĂƚŐƌĂĚĞ
ĨŽƌĨƌĞŝŐŚƚ͍
ƉƉĂƌĞŶƚůLJĂĐƌƵĐŝĂůƐƚĞƉƚŚĂƚŶĞĞĚƐƚŽƚĂŬĞƉůĂĐĞŝƐƚŽŐĞƚĂůƚƌĂŝŶƚŽĂƉƉƌŽǀĞƚŚĞϮйŐƌĂĚĞ;ƚŚĞĐŽŶƐƵůƚĂŶƚƐĚŝĚƚŚĞŝƌ
ƉůĂŶƐďĂƐĞĚŽŶƚŚĞϮйŐƌĂĚĞͿ͘tĞƌĞƐƉĞĐƚĨƵůůLJĂƐŬƚŚĂƚLJŽƵĂŶĚĐŝƚLJƐƚĂĨĨůĞƚƵƐŬŶŽǁƉƌŽŐƌĞƐƐŽŶƚŚŝƐŝƐƐƵĞ͘ůƐŽ͕ƉůĞĂƐĞ
ǁŽƌŬǁŝƚŚĂůƚƌĂŝŶƚŽůŽǁĞƌƚŚĞƚŽƉŽĨƚŚĞƌĂŝůƚŽďƌŝĚŐĞĨƌŽŵϮϰ͘ϱĨĞĞƚƚŽϭϴ͘ϱĨĞĞƚĂŶĚŬĞĞƉƵƐŝŶĨŽƌŵĞĚĂďŽƵƚƚŚŽƐĞ
ĞĨĨŽƌƚƐ͘
dŚĂŶŬLJŽƵƐŽŵƵĐŚĨŽƌƚŚĞƚŝŵĞĂŶĚĞĨĨŽƌƚĂůƌĞĂĚLJƉƵƚŝŶƚŽƚŚŝƐƉƌŽũĞĐƚ͘ŐĂŝŶ͕ŽƵƌƉƌĞĨĞƌĞŶĐĞŝƐƚƌĞŶĐŚͬƚƵŶŶĞů͘dŚĞ
ŝĚĞĂŽĨƚŚĞƚƌĂŝŶŽŶĂǁĂůůͬǀŝĂĚƵĐƚŝƐŽƵƚŽĨƚŚĞƋƵĞƐƚŝŽŶĂŶĚǁŽƵůĚďĂĚůLJĚĞŐƌĂĚĞƚŚĞƐƵƌƌŽƵŶĚŝŶŐŶĞŝŐŚďŽƌŚŽŽĚƐ͘
WůĞĂƐĞůŝƐƚĞŶƚŽƚŚŽƐĞŵŽƐƚĂĨĨĞĐƚĞĚďLJƚŚĞĂůƚƌĂŝŶĞůĞĐƚƌŝĨŝĐĂƚŝŽŶ͘>Ğƚ͛ƐƉƵƚĞƋƵĂůĞŶĞƌŐLJĂŶĚĐŽŶƐŝĚĞƌĂƚŝŽŶĨŽƌƚŚĞ
ƐŽƵƚŚƉĂƌƚŽĨWĂůŽůƚŽ͘/ĨĂůůƉĂƌƚŝĞƐĂƌĞƚƌƵůLJŚĞĂƌĚĂŶĚǀĂůƵĞĚ͕ǁĞĐĂŶĐŽŵĞƵƉǁŝƚŚƚŚĞůĞĂƐƚŝŶƚƌƵƐŝǀĞŽƉƚŝŽŶƚŚĂƚŝƐ
ĂůƐŽƚŚĞůĞĂƐƚĚŝǀŝƐŝǀĞƉŽůŝƚŝĐĂůůLJĂŶĚƉŚLJƐŝĐĂůůLJƚŽŽƵƌĐŝƚLJ͘
ZĞƐƉĞĐƚĨƵůůLJLJŽƵƌƐ͕
&ůŽƌĞŶĐĞ>ĂZŝǀŝĞƌĞ
sŝƌŐŝŶŝĂ>ĂZŝǀŝĞƌĞ
ϰϱϯdĞŶŶĞƐƐĞĞ>ĂŶĞ
WĂůŽůƚŽ͕ĂϵϰϯϬϲ
0((7,1*
5HFHLYHG%HIRUH0HHWLQJ
RAIL
10/17/2018
✔
1
&RXQFLO&LW\
)URP-DJGLVK3DPQDQLMSDPQDQL#JPDLOFRP!
6HQW7XHVGD\2FWREHU30
7R&RXQFLO&LW\
6XEMHFW*UDGHVHSDUDWLRQDW0HDGRZDQG&KDUOHVWRQUDLOFURVVLQJV
ĞĂƌŝƚLJŽƵŶĐŝůZĂŝůŽŵŵŝƚƚĞĞ͕
/ůŝǀĞĂĨĞǁďůŽĐŬƐĨƌŽŵƚŚĞDĞĂĚŽǁƌĂŝůĐƌŽƐƐŝŶŐ͘DLJƐƚƌŽŶŐůLJƉƌĞĨĞƌƌĞĚĐŚŽŝĐĞĨŽƌďŽƚŚƚŚĞDĞĂĚŽǁĂŶĚŚĂƌůĞƐƚŽŶ
ĐƌŽƐƐŝŶŐŝƐƚŚĞƐŚĂůůŽǁƚƌĞŶĐŚŽƉƚŝŽŶĂƐŝƚƐŝŐŶŝĨŝĐĂŶƚůLJƌĞĚƵĐĞƐƚŚĞŶŽŝƐĞŽĨƉĂƐƐŝŶŐƚƌĂŝŶƐ͕ŚŝĚĞƐƚŚĞƚƌĂŝŶďĞůŽǁŐƌĂĚĞ
ůĞǀĞůĂŶĚĂůůŽǁƐĂƐůŝŐŚƚůLJĞůĞǀĂƚĞĚƌŽĂĚŽǀĞƌƌĂŝů͘,ŽǁĞǀĞƌ͕ƚŽŵĂŬĞƚŚŝƐĐŚŽŝĐĞĂƐĐŽƐƚͲĞĨĨĞĐƚŝǀĞĂƐƉŽƐƐŝďůĞ͕ǁĞŶĞĞĚƚŽ
ĚŽƚŚĞĨŽůůŽǁŝŶŐ͗
ϭ͘'ĞƚĂůƚƌĂŝŶƚŽĂƉƉƌŽǀĞĂϮйŐƌĂĚĞ͕ƉƵďůŝƐŚƚŚĞƉƌŽŐƌĞƐƐŽĨƚŚŝƐŝƐƐƵĞĂƐĂƐƚĂŶĚŝŶŐĂŐĞŶĚĂŝƚĞŵĨŽƌƚŚĞWĂŶĚĐŝƚLJ
ĐŽƵŶĐŝůŵĞĞƚŝŶŐƐ͘
Ϯ͘'ĞƚĂůƚƌĂŝŶƚŽĂƉƉƌŽǀĞϭϴ͘ϱĨƚƚŽƉŽĨƌĂŝůƚŽďƌŝĚŐĞĐůĞĂƌĂŶĐĞŝŶƐƚĞĂĚŽĨϮϰ͘ϱĨƚ͕ƉƵďůŝƐŚƚŚĞƉƌŽŐƌĞƐƐŽĨƚŚŝƐŝƐƐƵĞĂƐĂ
ƐƚĂŶĚŝŶŐĂŐĞŶĚĂŝƚĞŵĨŽƌƚŚĞWĂŶĚĐŝƚLJĐŽƵŶĐŝůŵĞĞƚŝŶŐƐ͘
dŚĞƌĞƐŝĚĞŶƚƐ;ϱϱϬŽĨƚŚĞŵǁŚŽƐŝŐŶĞĚƚŚĞƉĞƚŝƚŝŽŶͿĂůƐŽŶĞĞĚĂŶƵƉĚĂƚĞŽŶƚŚĞΗdƵŶŶĞůKƉƚŝŽŶΗ͘KDͬZĂŝů
ŽŵŵŝƚƚĞĞĐĂŶŶŽƚŵĂŬĞƚŚĞƵŶŝůĂƚĞƌĂůĚĞĐŝƐŝŽŶƚŽƐƵĚĚĞŶůLJƐƚŽƉƚŚĞƚƵŶŶĞůŽƉƚŝŽŶĂŶĚŵĞƌŐĞƚŚŝƐŽƉƚŝŽŶǁŝƚŚƚŚĞ
^ŚĂůůŽǁdƌĞŶĐŚ͘
dŚĞƌĞĂƌĞƚǁŽĚŝƐƚŝŶĐƚŽƉƚŝŽŶƐ͗^ŚĂůůŽǁƚƌĞŶĐŚĂŶĚƚŚĞdƵŶŶĞůĨŽƌŚĂƌůĞƐƚŽŶͬDĞĂĚŽǁƐŚŽƵůĚďĞĂŶĂůLJnjĞĚǁŝƚŚĂůƚƌĂŝŶ
ĞůĞĐƚƌŝĐĨŽƌƚƵŶŶĞůĂŶĚĨƌĞŝŐŚƚƐŝŶŐůĞƌĂŝůĂƚŐƌĂĚĞ͘dŚĞWͬZĞƐŝĚĞŶƚƐŶĞĞĚƚŽďĞƉƌŽǀŝĚĞĚǁŝƚŚĚĞƚĂŝůĞĚĂŶĂůLJƐŝƐŽŶďŽƚŚ
ƚŚĞƐĞŽƉƚŝŽŶƐ͘
ůƐŽƚŽŬĞĞƉƚŚĞŽƉƚŝŽŶƐƚŽƚŚƌĞĞ͕ŵĞƌŐĞƚŚĞůĞĂƐƚƉŽƉƵůĂƌŽƉƚŝŽŶƐŽĨƌĂŝƐĞĚƌĂŝů;,LJďƌŝĚĂŶĚsŝĂĚƵĐƚͿŝŶƚŽŽŶĞ͘
/ƚĞŵƐϭ͕ϮǁŝůůƐŝŐŶŝĨŝĐĂŶƚůLJƌĞĚƵĐĞĐŽƐƚƐŽĨǁŚĂƚĞǀĞƌĨŝŶĂůŽƉƚŝŽŶŝƐĐŚŽƐĞŶƐŽŝƚŝƐĞdžƚƌĞŵĞůLJŝŵƉŽƌƚĂŶƚĨŽƌƚŚĞĐŽƵŶĐŝůƚŽ
ŐĞƚĂŶƐǁĞƌƐƚŽƚŚĞƐĞƋƵĞƐƚŝŽŶƐďĞĨŽƌĞŵĂŬŝŶŐĂŶLJĨŝŶĂůĚĞĐŝƐŝŽŶ͘
ZĞŐĂƌĚƐ͕:ĂŐĚŝƐŚ
&RXQFLO&LW\
)URP.HQ-R\HNPMR\H#JPDLOFRP!
6HQW7XHVGD\2FWREHU30
7R&RXQFLO&LW\
6XEMHFWVWXG\VHVVLRQRQWUDIILF2FWREHU
/ǁŝůůŶŽƚďĞĂďůĞƚŽĂƚƚĞŶĚƚŚĞƐƚƵĚLJƐĞƐƐŝŽŶŽŶƚƌĂĨĨŝĐƐĐŚĞĚƵůĞĚĨŽƌϮϮKĐƚŽďĞƌϮϬϭϴ͕ƐŽǁƌŝƚĞLJŽƵŚĞƌĞŝŶƐƚĞĂĚ͘
/ǁŝƐŚƚŽƉƌŽƉŽƐĞƚŚĂƚLJŽƵĂŶĚƐƚĂĨĨĐŽŶƐŝĚĞƌƉƌŝŽƌŝƚŝnjŝŶŐĐƌŽƐƐͲƌĂŝůƚƌĂĨĨŝĐĂƚƚŚĞŚĂƌůĞƐƚŽŶĂŶĚDĞĂĚŽǁĐƌŽƐƐŝŶŐƐ͘/
ďĞůŝĞǀĞƚŚĂƚƚŚŝƐĐĂŶďĞĚŽŶĞďLJƌĞͲƉƌŽŐƌĂŵŵŝŶŐƚŚĞƚƌĂĨĨŝĐůŝŐŚƚƐŝŐŶĂůƐĂƚƚŚŽƐĞƚǁŽŝŶƚĞƌƐĞĐƚŝŽŶƐ͘/ĐŽŶĐĞĚĞƚŚĂƚ/Ăŵ
ŶŽƚĂƚƌĂĨĨŝĐĞŶŐŝŶĞĞƌĂŶĚƐŽŵLJŶĂŝǀĞŝĚĞĂŵĂLJŚĂǀĞĨĂƚĂůĨůĂǁƐ͘EŽŶĞƚŚĞůĞƐƐ͕/ďĞůŝĞǀĞŝƚǁŽƌƚŚLJŽĨLJŽƵƌĐŽŶƐŝĚĞƌĂƚŝŽŶ͘
ƵƌƌĞŶƚůLJ͕ǁŚĞŶĂƚƌĂŝŶĂƉƉƌŽĂĐŚĞƐƚŚŽƐĞŝŶƚĞƌƐĞĐƚŝŽŶƐ͕ƚŚĞĐƌŽƐƐŝŶŐĂƌŵƐĐŽŵĞĚŽǁŶĂŶĚƚŚĞƐĞƚŚŝŶŐƐŚĂƉƉĞŶ͗Ăůů
ĚŝƌĞĐƚŝŽŶƐĂƌĞƐŚŽǁŶĂƌĞĚůŝŐŚƚĞdžĐĞƉƚĨŽƌƚƌĂĨĨŝĐŚĞĂĚĞĚƚŽǁĂƌĚDŝĚĚůĞĨŝĞůĚZĚ͕ĨŽůůŽǁŝŶŐǁŚŝĐŚƚƌĂĨĨŝĐŽŶůŵĂŝƐŐŝǀĞŶ
ĂŐƌĞĞŶůŝŐŚƚ;ĨŝƌƐƚ͞ƐŽƵƚŚďŽƵŶĚ͕ƚŚĞŶ͞ŶŽƌƚŚďŽƵŶĚ͟ĂĨƚĞƌƐŽƵƚŚďŽƵŶĚůĞĨƚͲƚƵƌŶŝŶŐͿ͘&ƌŽŵƚŚĂƚ͕ƚŚĞŶŽƌŵĂůĐLJĐůĞĞŶƐƵĞƐ͘
/ƉƌŽƉŽƐĞĂĨƵŶĚĂŵĞŶƚĂůĐŚĂŶŐĞ͗ǁŚĞŶƚŚĞĐƌŽƐƐŝŶŐĂƌŵƐĚĞƐĐĞŶĚ͕ŐŝǀĞĂƌĞĚůŝŐŚƚƚŽĂůůĚŝƌĞĐƚŝŽŶƐĞdžĐĞƉƚĨŽƌƚƌĂĨĨŝĐ
ŚĞĂĚĞĚƚŽǁĂƌĚDŝĚĚůĞĨŝĞůĚZĚ͕ĨŽůůŽǁĞĚďLJĂƌĞĚůŝŐŚƚŝŶĂůůĚŝƌĞĐƚŝŽŶƐƵŶƚŝůƚŚĞƌĂŝůƚƌĂĐŬƐĂƌĞĐůĞĂƌĂŶĚƚŚĞĐƌŽƐƐŝŶŐ
ĂƌŵƐĂƌĞůŝĨƚĞĚ͘ƚƚŚĂƚƉŽŝŶƚ͕ďĞŐŝŶƚŚĞŶŽƌŵĂůĐLJĐůĞǁŝƚŚ͞ǁĞƐƚďŽƵŶĚ͟ƚƌĂĨĨŝĐƚŽǁĂƌĚůĂŵŝŶŽZĞĂů͕ĨŽůůŽǁĞĚďLJ
͞ĞĂƐƚďŽƵŶĚ͟ƚƌĂĨĨŝĐƚŽǁĂƌĚDŝĚĚůĞĨŝĞůĚZĚ͕ƚŚĞŶůŵĂ͞ƐŽƵƚŚďŽƵŶĚ͟ĂŶĚ͞ŶŽƌƚŚďŽƵŶĚ͘͟dŚĂƚŝƐ͕ĚŽŶ͛ƚŚĂǀĞĞǀĞƌLJ
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I . From Fluoridealert.org <info@fluoridealert.org> . Oct 10 at 11:16 AM
3 Studies link Fluoride to ADHD and thyroid
Stuart Cooper, Campaign Director, Fluoride Action Network
Read article below #2.
------------------
2. Autism Action Network <jgilmore@autismactionnetwork.org> Oct 10 at 6:06 AM
CDC claims 80,000 flu deaths, NCHS says 2,000
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In a recent interview with the Associated Press Centers for Disease Control and
Prevention (CDC) Director Robert Redfield predictably said, "I'd like to see more
people vaccinated," but added that in last year's season, "We lost 80,000 people to
the flu." But there is utterly no data or evidence to back up Redfield's claim of that
extraordinarily high number of deaths from flu. We would like to ask Dr. Redfield to please
share the data that supports his claim.
According to the National Center for Health Statistics there is usually somewhere
between 1,000 to 2,000 deaths from lab-verified flu annually in the US. Even though the
number of flu shots given in the US increased 800% since the 1980s the number of verified
deaths never seems to budge.
The flu shot is notoriously ineffective, according to an meta-analysis by the Cochrane
Collaboration typically 71 flu shots need to be administered to prevent one case of the flu.
There are significant associations between flu shots and autism.
A recent study showed flu shots given to pregnant women in the first trimester
of pregnancy are associated with a significant increase in autism in the child, but
obstetricians still give flu shots to pregnant women in the first trimester.
About 20% of flu shots in the US still contain thimerosal, a mercury-based
preservative. Internal CDC studies performed by Thomas Verstraeten in the late
90s showed 700% more autism in children given thimerosal-containing vaccines
in infancy (google Simpsonwood), but pediatricians still give thimerosal-containing flu shots
to infants. Thimerosal is banned in most of the developed democracies but not here. Any flu
shot taken from a multi-dose vial, rather than a pre-filled syringe, contains thimerosal.
Please share this message with friends and family, and social networks.
jgilmore@autismactionnetwork.org>
----------------------------
------------------------------------
1. Fluoridealert.org <info@fluoridealert.org>
Oct 10 at 11:16 AM
3 Studies link Fluoride to ADHD and thyroid
Stuart Cooper, Campaign Director, Fluoride Action Network
Three significant studies—two of which were U.S. government funded (NIH)--have been
published today linking fluoride exposure to ADHD, thyroid problems, and showing that
pregnant women in “optimally” fluoridated Canada have significantly higher levels of
fluoride in their urine than women in non-fluoridated communities.
This third study also showed that pregnant Canadians had fluoride urinary levels similar
to those that reduced IQ in offspring from last year’s Bashash et al, 2017 NIH-funded
study. These findings suggest that the Bashash results from Mexico City may be
applied to Canada, and probably the United States, namely that pre-natal exposure to
fluoride has the potential to lower IQ in children. In other words, the claim by the ADA that
the 2017 Bashash study was not relevant to the U.S. is more about propaganda than
serious scientific analysis.
Here are the three new studies:
--Prenatal fluoride exposure and attention deficit hyperactivity disorder (ADHD) symptoms in
children at 6–12 years of age in Mexico City.
--Fluoride exposure and thyroid function among adults living in Canada: Effect modification
by iodine status.
--Community Water Fluoridation and Urinary Fluoride Concentrations in a National Sample of
Pregnant Women in Canada.
Below is an article that appeared this morning in Environmental Health News.
________________________________
We add it to tap water for teeth, but is fluoride hurting
us?
By Brian Bienkowski, Environmental Health News, Oct. 10, 2018
Two studies — one from Canada and one Mexico — released today point to potential
health problems from fluoride, which, in a majority of U.S. communities, is purposefully
added to drinking water to protect people's teeth.
The Canada study found that adults who are iodine deficient and have higher levels of
fluoride in their system have a greater risk of an underactive thyroid. The Mexico study
found mothers with higher fluoride exposure during pregnancy were more likely to have
children with symptoms of ADHD. Both studies were published in the
journal Environmental International.
A third study, published in Environmental Health Perspectives, found that among 1,566
pregnant women in Canada, fluoride levels in urine were almost two times higher for
women who lived in regions where the element was added to their drinking water compared
to pregnant women in regions with non-fluoridated water.
The studies call into question the practice of purposely adding fluoride to water or salt,
which is done to prevent cavities and, to a lesser extent, osteoporosis. Many cities in the
U.S. and Canada add fluoride to public drinking water and in Mexico it's added to some
salt.
Approximately 66 percent of people in the U.S. receive drinking water with added
fluoride, according to the Centers for Disease Control and Prevention (CDC).
About 80 percent of fluoride exposure comes from water and beverages such as tea,
which can leach fluoride from soil. Other sources include grapes and shellfish. . . . .
....this article is very lengthy. It explores iodine deficiency and thyroid problems.
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https://www.ehn.org/we-add-it-to-drinking-water-for-our-teeth-but-is-fluoride-hurting-us-
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ϯϬƐĞĐŽŶĚƐĨŽůůŽǁĞĚďLJĂǀĞƌďĂůŵĞƐƐĂŐĞĨƌŽŵĞĂĐŚŽĨƚŚĞϳƐŝƌĞŶƐĂƚǀĂƌŝŽƵƐĐĂŵƉƵƐůŽĐĂƚŝŽŶƐ͘dŚĞƐŝƌĞŶƐǁŝůůďĞ
ĂƵĚŝďůĞƚŚƌŽƵŐŚŽƵƚƚŚĞĐĂŵƉƵƐĂŶĚŵĂLJĂůƐŽďĞŚĞĂƌĚŝŶƉĂƌƚƐŽĨƚŚĞƐƵƌƌŽƵŶĚŝŶŐĐŽŵŵƵŶŝƚŝĞƐŝŶĐůƵĚŝŶŐWĂůŽůƚŽ͕
DĞŶůŽWĂƌŬĂŶĚ>ŽƐůƚŽƐ͘
ůƐŽďĞŝŶŐƚĞƐƚĞĚŝƐŝƐĐŽsŽ/WƐƉĞĂŬĞƌƉŚŽŶĞƐ͘sŽ/WƐƉĞĂŬĞƌƉŚŽŶĞƐĂƌĞĨŽƵŶĚŝŶŵĂŶLJŽĨƚŚĞĂĐĂĚĞŵŝĐĂŶĚŽĨĨŝĐĞ
ďƵŝůĚŝŶŐƐƚŚƌŽƵŐŚŽƵƚĐĂŵƉƵƐ͘/ĨLJŽƵŚĂǀĞĂŝƐĐŽƉŚŽŶĞŝŶLJŽƵƌĂƌĞĂ͕ƚŚĞĂůĞƌƚƐƵŵĞƐƐĂŐĞǁŝůůďƌŽĂĚĐĂƐƚĨƌŽŵƚŚĞ
ƐƉĞĂŬĞƌƉŚŽŶĞĂŶĚĂďĂŶŶĞƌŵĞƐƐĂŐĞǁŝůůĂƉƉĞĂƌŝŶƚŚĞĚŝƐƉůĂLJ͘
/ŶƚŚĞƚĞƐƚŵĞƐƐĂŐĞ͕LJŽƵǁŝůůďĞĂƐŬĞĚƚŽĐůŝĐŬĂůŝŶŬƚŽĂĐŬŶŽǁůĞĚŐĞŽƌĐŽŶĨŝƌŵƚŚĂƚLJŽƵŚĂǀĞƌĞĐĞŝǀĞĚƚŚĞŵĞƐƐĂŐĞ͘dŚŝƐ
ŝƐĂŶŝŵƉŽƌƚĂŶƚƐƚĞƉǁŚŝĐŚǁŝůůŚĞůƉƵƐŵŽŶŝƚŽƌƚŚĞƐƵĐĐĞƐƐŽĨƚŚŝƐƚĞƐƚ͘/ĨLJŽƵƌĞĐĞŝǀĞďŽƚŚĂƚĞdžƚĂŶĚĞŵĂŝů͕LJŽƵŽŶůLJ
ŶĞĞĚƚŽĂĐŬŶŽǁůĞĚŐĞŽŶĞŽĨƚŚĞŵĞƐƐĂŐĞƐLJŽƵƌĞĐĞŝǀĞ͘
/ĨLJŽƵƌĚĞƉĂƌƚŵĞŶƚǁŽƵůĚůŝŬĞƚŽƉĂƌƚŝĐŝƉĂƚĞŝŶĂŶĞǀĂĐƵĂƚŝŽŶĚƌŝůůƚŽLJŽƵƌĞŵĞƌŐĞŶĐLJĂƐƐĞŵďůLJƉŽŝŶƚ;WͿĚƵƌŝŶŐƚŚŝƐ
ƐĐŚĞĚƵůĞĚƚĞƐƚ͕ƉůĞĂƐĞĐŽŶƚĂĐƚůĞƌƚ^hĂƚĂůĞƌƚƐƵĚƉƐΛƐƚĂŶĨŽƌĚ͘ĞĚƵ͘
WƌŝŽƌƚŽƚŚĞƚĞƐƚ͕ŝƚŝƐŝŵƉŽƌƚĂŶƚLJŽƵǀĞƌŝĨLJƚŚĂƚLJŽƵƌĐŽŶƚĂĐƚŝŶĨŽƌŵĂƚŝŽŶŝƐĐŽƌƌĞĐƚŝŶ^ƚĂŶĨŽƌĚzŽƵ͘DĂŬĞƐƵƌĞƚŚĞƌĞŝƐĂŶ
ĞŶƚƌLJŝŶƚŚĞŵŽďŝůĞƉŚŽŶĞĨŝĞůĚĂƐƚŚŝƐŝƐƚŚĞŵŽƐƚƌĂƉŝĚĂŶĚĚŝƌĞĐƚǁĂLJŽĨĐŽŵŵƵŶŝĐĂƚŝŽŶǁŝƚŚLJŽƵĚƵƌŝŶŐĂŶ
ĞŵĞƌŐĞŶĐLJ͘
ĚĚŝƚŝŽŶĂůůLJ͕ŝŶŽƌĚĞƌƚŽŬŶŽǁLJŽƵĂƌĞƌĞĐĞŝǀŝŶŐĂŶŽĨĨŝĐŝĂůůĞƌƚ^hŵĞƐƐĂŐĞ͕ƉůĞĂƐĞƉƌŽŐƌĂŵƚŚĞĨŽůůŽǁŝŶŐŝŶĨŽƌŵĂƚŝŽŶ
ŝŶƚŽLJŽƵƌŵŽďŝůĞƉŚŽŶĞĐŽŶƚĂĐƚƐ͘
Ͳ ŵĂŝůĚĚƌĞƐƐ͗ĂůĞƌƚƐƵĚƉƐΛůŝƐƚƐ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵ
Ͳ WŚŽŶĞEƵŵďĞƌ͗ϲϱϬͲϳϮϱͲϱϱϱϱ
Ͳ dĞdžƚDĞƐƐĂŐĞƉŚŽŶĞŶƵŵďĞƌ͗ϴϵϯϲϭ
/ĨƚŚĞƌĞǁĞƌĞĂƌĞĂůĞŵĞƌŐĞŶĐLJ͕LJŽƵǁŽƵůĚďĞĂƐŬĞĚƚŽĨŽůůŽǁƚŚĞƐƉĞĐŝĨŝĐŝŶƐƚƌƵĐƚŝŽŶƐŝŶƚŚĞĂůĞƌƚŵĞƐƐĂŐĞ͘KƚŚĞƌ
ĂǀĞŶƵĞƐ͕ǁŚŝĐŚŵŝŐŚƚďĞƵƐĞĚƚŽŝŶĨŽƌŵƚŚĞĐŽŵŵƵŶŝƚLJĂďŽƵƚĐƌŝƚŝĐĂůŝŶĐŝĚĞŶƚƐ͕ŝŶĐůƵĚĞ͗
Ͳ ^ƚĂŶĨŽƌĚΖƐĞŵĞƌŐĞŶĐLJǁĞďƐŝƚĞ͗ŚƚƚƉ͗ͬͬĞŵĞƌŐĞŶĐLJ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵ
Ͳ ĞƉĂƌƚŵĞŶƚŽĨWƵďůŝĐ^ĂĨĞƚLJǁĞďƐŝƚĞ͗ŚƚƚƉƐ͗ͬͬƉŽůŝĐĞ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵ
Ͳ <^hϵϬ͘ϭ&D
Ͳ hŶŝǀĞƌƐŝƚLJĞŵĞƌŐĞŶĐLJŝŶĨŽƌŵĂƚŝŽŶŚŽƚůŝŶĞƐ͗ϲϱϬͲϳϮϱͲϱϱϱϱĂŶĚϴϰϰͲϮϱϯͲϳϴϳϴ;ϴϰϰͲůĞƌƚ^hͿ
hƉŽŶƌĞĐĞŝƉƚŽĨĂŶůĞƌƚ^hŵĞƐƐĂŐĞ͕ŶŽƚŝĨLJŽƚŚĞƌƐŝŶLJŽƵƌŝŵŵĞĚŝĂƚĞǀŝĐŝŶŝƚLJƚŽĞŶƐƵƌĞƚŚĞLJĂƌĞĂůƐŽĂǁĂƌĞŽĨƚŚĞ
ƐŝƚƵĂƚŝŽŶĂŶĚƚŚĞƌĞĐŽŵŵĞŶĚĞĚƐĂĨĞƚLJƉƌĞĐĂƵƚŝŽŶƐ͘
&ŽƌŵŽƌĞŝŶĨŽƌŵĂƚŝŽŶĂďŽƵƚƚŚĞůĞƌƚ^hƐLJƐƚĞŵ͕ƉůĞĂƐĞǀŝƐŝƚƚŚĞůĞƌƚ^h&YƉĂŐĞĂƚ͗
ŚƚƚƉƐ͗ͬͬƉŽůŝĐĞ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵͬĂůĞƌƚƐƵͲĨĂƋ͘Śƚŵů͘
ǀĂĐƵĂƚŝŽŶƉƌŽĐĞĚƵƌĞƐĂŶĚŚŽǁƚŽƌĞƐƉŽŶĚƚŽŽƚŚĞƌĞŵĞƌŐĞŶĐŝĞƐĐĂŶďĞĨŽƵŶĚŽŶƚŚĞĨŽůůŽǁŝŶŐƌĞƐŽƵƌĐĞƉĂŐĞƐ͘
Ͳ ǀĂĐƵĂƚŝŽŶWƌŽĐĞĚƵƌĞ͗ŚƚƚƉƐ͗ͬͬĞŚƐ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵͬŵĂŶƵĂůͬĞŵĞƌŐĞŶĐLJͲƌĞƐƉŽŶƐĞͲŐƵŝĚĞůŝŶĞƐͬĞǀĂĐƵĂƚŝŽŶͲƉƌŽĐĞĚƵƌĞ
Ͳ &ŝƌĞ͗ŚƚƚƉƐ͗ͬͬĞŚƐ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵͬŵĂŶƵĂůͬĞŵĞƌŐĞŶĐLJͲƌĞƐƉŽŶƐĞͲŐƵŝĚĞůŝŶĞƐͬĨŝƌĞ
Ͳ ĂƌƚŚƋƵĂŬĞ͗ŚƚƚƉƐ͗ͬͬĞŚƐ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵͬŵĂŶƵĂůͬĞŵĞƌŐĞŶĐLJͲƌĞƐƉŽŶƐĞͲŐƵŝĚĞůŝŶĞƐͬĞĂƌƚŚƋƵĂŬĞ
Ͳ ^ƚĂŶĨŽƌĚhŶŝǀĞƌƐŝƚLJŵĞƌŐĞŶĐLJZĞƐƉŽŶƐĞ'ƵŝĚĞůŝŶĞƐ͗ŚƚƚƉƐ͗ͬͬĞŚƐ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵͬŵĂŶƵĂůͬĞŵĞƌŐĞŶĐLJͲƌĞƐƉŽŶƐĞͲ
ŐƵŝĚĞůŝŶĞƐ
Ͳ ^ĂĨĞƚLJ͕^ĞĐƵƌŝƚLJ͕ĂŶĚ&ŝƌĞZĞƉŽƌƚϮϬϭϴ͗ŚƚƚƉƐ͗ͬͬƉŽůŝĐĞ͘ƐƚĂŶĨŽƌĚ͘ĞĚƵͬƐĞĐƵƌŝƚLJͲƌĞƉŽƌƚ͘Śƚŵů
dŚĂŶŬLJŽƵĨŽƌLJŽƵƌĐŽŽƉĞƌĂƚŝŽŶ͘
^ƚĂŶĨŽƌĚĞƉĂƌƚŵĞŶƚŽĨWƵďůŝĐ^ĂĨĞƚLJ
&RXQFLO&LW\
)URP.DWH&UDQHNDWHFUDQH#JPDLOFRP!
6HQW0RQGD\2FWREHU30
7R&RXQFLO&LW\
6XEMHFW)ZG$QRWKHUWZRWUXFNVPLQXWHVODWHU
ĞĂƌŝƚLJŽƵŶĐŝů͕
/͛ŵǁŽŶĚĞƌŝŶŐǁŚĂƚŝƐďĞŝŶŐĚŽŶĞƚŽĨŝdžƚŚĞƉƌŽďůĞŵ/ĂůĞƌƚĞĚLJŽƵƚŽƚŚƌĞĞǁĞĞŬƐĂŐŽ͘dŚĞƌĞŝƐĂĨƵůůͲƚŝŵĞƚƌƵĐŬůŽĂĚŝŶŐ
ĚŽĐŬŝŶWĂůŽůƚŽĐŝƚLJŶŽƉĂƌŬŝŶŐnjŽŶĞ͘/ůŝǀĞŶĞdžƚͲĚŽŽƌƚŽŝƚŝŶƉƌŝŵĞĚŽǁŶƚŽǁŶWĂůŽůƚŽƌĞĂůĞƐƚĂƚĞ͕ǁŝƚŚƉƌŝŵĞ
ĚŽǁŶƚŽǁŶWĂůŽůƚŽƌĞŶƚ͕ĂŶĚ/ĐĂŶŶŽƚďĞŚŽŵĞĚƵƌŝŶŐƚŚĞĚĂLJĂŶLJŵŽƌĞďĞĐĂƵƐĞŽĨƚŚĞĐŽŶƐƚĂŶƚďĞĞƉŝŶŐƐŽƵŶĚ͘/ĚŝĚ
ŚĞĂƌĨƌŽŵĂůŝĞƵƚĞŶĂŶƚǁŚŽƐĂŝĚŚĞǁĂƐŐŽŝŶŐƚŽŝŶƋƵŝƌĞĂďŽƵƚƚƵƌŶŝŶŐŝƚŝŶƚŽĂŶŽůŽĂĚŝŶŐnjŽŶĞ͕ďƵƚŝƚĂůƌĞĂĚLJŝƐ͊dŚĞƌĞ
ĂƌĞŶŽƉĂƌŬŝŶŐƐŝŐŶƐĞǀĞƌLJǁŚĞƌĞ͘ůƐŽƐĂŝĚŚĞǁŽƵůĚǁŽƌŬŽŶƉŽůŝĐĞĞŶĨŽƌĐĞŵĞŶƚƚŽŝŵƉƌŽǀĞƚŚĞƉƌŽďůĞŵ͘
EŽƚŚŝŶŐŚĂƐĐŚĂŶŐĞĚ͘/Ĩ/ǁĂŶƚĞĚƚŽůŝǀĞŶĞdžƚƚŽĂůŽĂĚŝŶŐĚŽĐŬ͕/ǁŽƵůĚŶŽƚƉĂLJWĂůŽůƚŽƌĞŶƚ͘
/ƚŝƐĂĨůĂŐƌĂŶƚŵŝƐƵƐĞŽĨĐŝƚLJƉƌŽƉĞƌƚLJĂŶĚĂŵĞŶĂĐĞƚŽƌĞƐŝĚĞŶƚƐůŝŬĞŵĞ͘ƚƚĂĐŚĞĚ͕ƌŝŐŚƚŶŽǁ͘
ĞƐƚ͕
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ͲͲͲͲͲͲͲͲͲͲ&ŽƌǁĂƌĚĞĚŵĞƐƐĂŐĞͲͲͲͲͲͲͲͲͲ
&ƌŽŵ͗DĂůŽŶĞLJ͕ŽŶфŽŶ͘DĂůŽŶĞLJΛĐŝƚLJŽĨƉĂůŽĂůƚŽ͘ŽƌŐх
ĂƚĞ͗&ƌŝ͕^ĞƉϮϴ͕ϮϬϭϴĂƚϭϭ͗ϰϴD
^ƵďũĞĐƚ͗Z͗ŶŽƚŚĞƌƚǁŽƚƌƵĐŬƐ͕ϮϬŵŝŶƵƚĞƐůĂƚĞƌ
dŽ͗<ĂƚĞƌĂŶĞфŬĂƚĞĐƌĂŶĞΛŐŵĂŝů͘ĐŽŵх
,ŝ<ĂƚĞ͘dŚĂƚ͛ƐƉůĞŶƚLJŽĨŝŶĨŽƌŵĂƚŝŽŶ͘/͛ǀĞďĞĞŶďLJƚŚĞĂůůĞLJƐĞǀĞƌĂůƚŝŵĞƐŵLJƐĞůĨLJĞƐƚĞƌĚĂLJĂŶĚƚŽĚĂLJ͘/ƚŚŝŶŬ/ŚĂǀĞĂ
ƉƌĞƚƚLJŐŽŽĚŝĚĞĂŽĨŚŽǁƚŚŝƐĂůůĞLJŝƐďĞŝŶŐƵƐĞĚ͘ƐƐĞŶƚŝĂůůLJƚŚĞ͞EŽWĂƌŬŝŶŐ͟ĂůůĞLJŚĂƐďĞĐŽŵĞĂĚĞĨĂĐƚŽůŽĂĚŝŶŐnjŽŶĞ͘
ŚƵŐĞƉĂƌƚŽĨƚŚĞŝƐƐƵĞŝƐƚŚĞůĂƌŐĞƚƌƵĐŬƐĐĂŶ͛ƚĚƌŝǀĞƚŚƌŽƵŐŚƚŚĞĂůůĞLJďĞĐĂƵƐĞŽĨƚŚĞŐĂƌĂŐĞ͕ƐŽƚŚĞLJĂƌĞĐŽŵƉĞůůĞĚƚŽ
ďĂĐŬŝŶĂůůƚŚĞƚŝŵĞ͘/ƚůŽŽŬƐůŝŬĞĞǀĞŶƚŚĞŶŽƌŵĂůƐŝnjĞĚǀĂŶƐĐŚŽŽƐĞƚŽďĂĐŬŝŶ͘/ƐĞĞǁŚLJƚŚŝƐŝƐƐŽĂŶŶŽLJŝŶŐ͘
/ĐĂůůĞĚŽƵƌƚƌĂŶƐƉŽƌƚĂƚŝŽŶĞŶŐŝŶĞĞƌLJĞƐƚĞƌĚĂLJ͕ďƵƚƚŚĞLJǁĞƌĞďƵƐLJ͘dŚĞLJĂƌĞŽƵƚŽĨƚŚĞŽĨĨŝĐĞƚŽĚĂLJ͘/ŶĞĞĚƚŽŚĂǀĞ
ƚŚĞŵůŽŽŬĂƚƚŚĞĂůůĞLJƚŽĞǀĂůƵĂƚĞƚŚĞĞdžƉĞĐƚĞĚƵƐĞĂŶĚƚŚĞĐƵƌƌĞŶƚƵƐĞ͘dŚĞLJĂƌĞƚŚĞĞŶƚŝƚLJƚŚĂƚƌĞŐƵůĂƚĞƐƌŽĂĚǁĂLJƵƐĞ
ĂŶĚƐŝŐŶĂŐĞĂŶĚ/ĨŝŶĚŝƚƉƌĞĨĞƌĂďůĞƚŽƐƚĂƌƚǁŝƚŚƚŚĞŵ͘/͛ůůĂƐŬŝĨƚŚĞLJĐĂŶŵĂŬĞůŽĂĚŝŶŐĂŶĚƵŶůŽĂĚŝŶŐƉƌŽŚŝďŝƚĞĚŝŶƚŚĞ
ĂůůĞLJ͘/ŚŽŶĞƐƚůLJĚŽŶ͛ƚŬŶŽǁŝĨƚŚĞLJǁŽƵůĚĐŽŶƐŝĚĞƌƚŚĂƚ͘
ƌĞLJŽƵŝŶĐŽŶƚĂĐƚǁŝƚŚĂŶLJŽĨLJŽƵƌŶĞŝŐŚďŽƌƐ͍ƌĞƚŚĞƌĞŵŽƌĞƉĞŽƉůĞƚŚĂƚŚĂǀĞĞdžƉƌĞƐƐĞĚƚŚĞŝƌĚŝƐƉůĞĂƐƵƌĞǁŝƚŚƚŚĞ
ŶŽŝƐĞĨƌŽŵƚŚĞĂůůĞLJ͍/ƚ͛ƐĨŝŶĞƚŽƐƚĂŶĚĂůŽŶĞ͕ďƵƚŵŽƌĞǀŽŝĐĞƐĐĂŶŚĞůƉ͘
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ĚŽƵďůĞƚŚŝƐůĞǀĞůŽĨƚƌƵĐŬĂĐƚŝǀŝƚLJ͘
ĞƐƚ͕
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ƉƵƌĐŚĂƐŝŶŐΘƚĞĂƌĚŽǁŶͬƌĞŶŽŽĨŚŽŵĞƐŚĞƌĞĂƐƉĂƌƚŽĨƚŚĞ'hW͘
ZYh^d͗
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ϭ͘dŽůŝŵŝƚŚŽǁŵĂŶLJΖůŽƚƐΖƚŚĞLJǁŝůůƉƵƌĐŚĂƐĞŝŶĂƉĂƌƚŝĐƵůĂƌŶĞŝŐŚďŽƌŚŽŽĚƚŽŶŽƚŵŽƌĞƚŚĂŶϭϬйŽĨƚŚĞůŽƚƐŝŶĂ
ƉĂƌƚŝĐƵůĂƌŶĞŝŐŚďŽƌŚŽŽĚ;ŽƌĂйůĞƐƐƚŽďĞŶĞŐŽƚŝĂƚĞĚͿ͕ĂŶĚŶŽƚŵŽƌĞƚŚĂŶϭϱйŽŶĂŶLJŽŶĞƐƚƌĞĞƚ͖
Ϯ͘ŽŵŵŝƚƚŽƌĞŶŽǀĂƚŝŶŐϱϬйŽĨƚŚĞŚŽŵĞƐƌĂƚŚĞƌƚŚĂŶƚĞĂƌŝŶŐǁŚĂƚƐĞĞŵƐƚŽďĞϴϬͲϵϬйŽĨƚŚĞŵĚŽǁŶ͘
ϯ͘ŽŵŵŝƚƚŽŶŽƚďƵLJĂŶLJŽĨƚŚĞƐŵĂůůŐƌŽƵƉƐŽĨĐŽƚƚĂŐĞƐŝŶŽůůĞŐĞdĞƌƌĂĐĞĨŽƌƚŚĞƉƵƌƉŽƐĞƐŽĨƚĞĂƌŝŶŐƚŚĞŵĚŽǁŶ
ĂŶĚďƵŝůĚŝŶŐŽŶĞůĂƌŐĞŚŽŵĞ͘
ĂĐŬŐƌŽƵŶĚ͗ĞĐĂƵƐĞŽĨƚŚĞŚŽƵƐŝŶŐƐŚŽƌƚĂŐĞƐƚŚĞLJĨĂĐĞ͕^ƚĂŶĨŽƌĚŚĂƐŐƌĞĂƚůLJĂĐĐĞůĞƌĂƚĞĚƚŚĞŝƌƉƵƌĐŚĂƐĞƐŽĨƉƌŽƉĞƌƚLJŝŶ
ŽůůĞŐĞdĞƌƌĂĐĞƐŽŵƵĐŚƐŽƚŚĂƚŝƚŝƐĂůŵŽƐƚŝŵƉŽƐƐŝďůĞĨŽƌĂŶLJŽŶĞĞůƐĞƚŽďƵLJĂŚŽŵĞŚĞƌĞŝŶƚŚĞƉĂƐƚLJĞĂƌ͕ĨĂƌ
ĂĐĐĞůĞƌĂƚŝŶŐǁŚĂƚƚŚĞLJƐƚĂƌƚĞĚŵĂLJďĞϱLJĞĂƌƐĂŐŽ͘
DLJƐƚƌĞĞƚĂůŽŶĞ;ŽƌŶĞůů^ƚƌĞĞƚͿͲ^ƚĂŶĨŽƌĚŽǁŶƐϱŚŽŵĞƐ͕ŽƌϮϱйŽĨƚŚĞŚŽŵĞƐŽŶŽƵƌƐƚƌĞĞƚ͕ĂŶĚ/ĂŵƉĞƌƐŽŶĂůůLJĨĂĐĞĚ
ǁŝƚŚĂƚĞĂƌĚŽǁŶŽĨϮϭƐƚŽƌLJŚŽŵĞƐƚŚĂƚǁŝůůŶŽǁďĞϮƐƚŽƌLJŚŽŵĞƐĂŶĚǁŝůůƚĂŬĞƚŚĞŶĞdžƚϭ͘ϱͲϮLJĞĂƌƐƚŽďƵŝůĚŽŶĞŝƚŚĞƌ
ƐŝĚĞŽĨŽƵƌŚŽƵƐĞ͘LJŽƉƚŝŶŐĨŽƌǁŚĂƚƐĞĞŵƐƚŽďĞĂĨĞǁƐƚĂŶĚĂƌĚĚĞƐŝŐŶƐǁŝƚŚŵŝŶŽƌĐƵƐƚŽŵŝnjĂƚŝŽŶƐ͕^ƚĂŶĨŽƌĚŝƐ
ĐŚĂŶŐŝŶŐŽůůĞŐĞdĞƌƌĂĐĞŚŽƵƐĞďLJŚŽƵƐĞŝŶƚŽƐŽŵĞƚŚŝŶŐƚŚĂƚt/>>ůŝŬĞĂ^ƚĂŶĨŽƌĚĚĞǀĞůŽƉŵĞŶƚ͘;DŽƐƚŚŽŵĞƐĂƌĞ
ďĞŝŶŐďƵŝůƚŶŽǁƐŽLJŽƵĚŽŶŽƚƐĞĞƚŚĞĞĨĨĞĐƚLJĞƚ͘ͿdŚĞǀĞƌLJĐƵƚĞƌĂĨƚƐŵĂŶŚŽŵĞŶĞdžƚĚŽŽƌƚŽŵĞ;ϮϬϴϬŽƌŶĞůůͿŚĂĚĂ
ŚƵŐĞĂŵŽƵŶƚŽĨŝŶƚĞƌĞƐƚĂŶĚLJĞƚ^ƚĂŶĨŽƌĚďŽƵŐŚƚŝƚŽŶ&ƌŝĚĂLJ;ϱŵŽŶƚŚƐĂŐŽͿďĞĨŽƌĞŝƚǁĂƐĞǀĞŶĨƵůůLJŽƉĞŶ͘/ůĞĂƌŶĞĚ
ƚŽĚĂLJƚŚĞLJǁŝůůƚĞĂƌŝƚĚŽǁŶ͘dŚĞLJƐĞĞŵƚŽďĞŐƌĞĂƚůLJĂĐĐĞůĞƌĂƚŝŶŐƚŚĞŝƌƉƵƌĐŚĂƐĞƐŽǀĞƌƚŝŵĞďĞĐĂƵƐĞƚŚĞŝƌĞĐŽŶŽŵŝĐƐĂƌĞ
ǀĞƌLJĚŝĨĨĞƌĞŶƚƚŚĂŶĂŶLJŽƚŚĞƌďƵLJĞƌ͕ĂŶĚŽŶĐĞ^ƚĂŶĨŽƌĚďƵLJƐƚŚĞŚŽŵĞŝƚŝƐƉĞƌŵĂŶĞŶƚůLJŽĨĨƚŚĞŵĂƌŬĞƚ͘
WůĞĂƐĞƌĞǀŝĞǁĂŶLJ'hWǁŝƚŚĐŽŶƐŝĚĞƌĂƚŝŽŶĨŽƌŚŽǁ^ƚĂŶĨŽƌĚΖƐĞĨĨŽƌƚƐƚŽŝŶĐƌĞĂƐĞƚŚĞŝƌŚŽƵƐŝŶŐƐƚŽĐŬĂƌĞĂĨĨĞĐƚŝŶŐƚŚĞ
ŶĞŝŐŚďŽƌŝŶŐĐŽŵŵƵŶŝƚŝĞƐĂŶĚĂƐŬ^ƚĂŶĨŽƌĚƚŽŵĂŬĞǀŽůƵŶƚĂƌLJĐŽŵŵŝƚŵĞŶƚƐƚŽƌĞĚƵĐĞŚŽǁŵĂŶLJŚŽŵĞƐƚŚĞLJ
ƉƵƌĐŚĂƐĞŝŶŶĞŝŐŚďŽƌŝŶŐĐŽŵŵƵŶŝƚŝĞƐ͘
/ĂŵŚĂƉƉLJĨŽƌ^ƚĂŶĨŽƌĚƚŽďƵŝůĚůŽƚƐĂŶĚůŽƚƐŽĨŚŽƵƐŝŶŐͲͲũƵƐƚŬĞĞƉŝƚŽŶ^ƚĂŶĨŽƌĚĐĂŵƉƵƐĂŶĚŽĨĐŽƵƌƐĞƉĂLJƚŚĞŝƌĨĂŝƌ
ƐŚĂƌĞĨŽƌĂŵĞŶŝƚŝĞƐŝŶĐƵĚŝŶŐƐĐŚŽŽůŝŶŐ͘/ǁĂŶƚĞǀĞƌLJŽŶĞƚŽŚĂǀĞĂĨĨŽƌĚĂďůĞŚŽƵƐŝŶŐƚŽŽ͘
/ŚĂǀĞƚŽďĞĂƚǁŽƌŬĂƚϭϬĂŵƚŽŵŽƌƌŽǁŽƌ/ǁŽƵůĚũŽŝŶLJŽƵ͘&ĞĞůĨƌĞĞƚŽĐĂůů͘
tĂƌŵůLJ͕
DĂƌLJ:ĂŶĞDĂƌĐƵƐ
ϮϬϵϬŽƌŶĞůů^ƚWĂůŽůƚŽ͕
ϰϭϱϮϲϵϵϬϳϵ
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To whom it may concern:
I understand that your municipality has banned the use of leaf blowers
(https://hdsupplysolutions.com/shop/static--leaf_blower_noise_regulation). I am interested in
getting my town, Winchester, MA, to also ban leaf blowers. I mainly object to the air pollution they
generate and its health consequences, though I also resent the noise and recognize they present other
harms. I am writing to request any information you can provide regarding your experience in
enacting the ban, including the actual legislation text, citizens' response to the ban, the basis for your
ban, and the response of landscaping companies and other users to the ban, both before and after the
ban was enacted.
Legislation that I envision includes a combination of a phase-out period during which licenses must
be purchased, eventually culminating in a complete ban, penalties violating the rules, citizen
documentation/reporting/enforcement, and possibly a buy-back program for individual users as an
incentive to stop use very soon. I am curious whether you have found that rakes suffice as a
substitute. I greatly appreciate any help you can provide. Thank you for considering my request.
(I recommend banning vehicle curbside engine idling, as well, if you have not looked into that. Some
states/localities have rules but these are rarely if ever enforced, to everyone's detriment.)
Sincerely,
Lawrence Frank
Winchester, MA
cell phone (917) 882-3553
&RXQFLO&LW\
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tĞŚĂǀĞďĞĞŶŚĞĂƌŝŶŐĨƌŽŵŽƵƌƚĞŶĂŶƚƐƚŚĂƚƚŚĞĐŝƚLJƉƌŽƉĞƌƚLJůĞĂĚŝŶŐƚŽƚŚĞtĞďƐƚĞƌŽǁƉĞƌƉĂƌŬŝŶŐŐĂƌĂŐĞŚĂƐ
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ƐŝŐŶĞĚĂƐŶŽƉĂƌŬŝŶŐ͘
ŽƵůĚLJŽƵƉůĞĂƐĞƐƚŽƉƚŚŝƐŵŝƐƵƐĞŽĨĐŝƚLJƉƌŽƉĞƌƚLJ͍
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ŚƚƚƉ͗ͬͬǁǁǁ͘ůĞǀĞƚƚƉƌŽƉĞƌƚŝĞƐ͘ĐŽŵ
KĨĨŝĐĞ͗;ϲϱϬͿϯϮϭͲϬϰϰϬ
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WĂůŽůƚŽ͕ϵϰϯϬϭ
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ĞĂƌŝƚLJŽƵŶĐŝů͕
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ϱϯϬtĞďƐƚĞƌƐƚƌĞĞƚĂƉĂƌƚŵĞŶƚƐ͘
dŚĞƌĞŝƐĂƐŝŐŶŝĨŝĐĂŶƚŵŝƐƵƐĞŽĨƉƌŽƉĞƌƚLJŶĞdžƚƚŽŵLJƌĞƐŝĚĞŶĐĞŝŶϱϯϬtĞďƐƚĞƌƐƚƌĞĞƚĂƉĂƌƚŵĞŶƚƐ͘ŽŵŵĞƌĐŝĂůƚƌƵĐŬƐƵƐĞ
ƚŚĞŶŽƉĂƌŬŝŶŐnjŽŶĞĞŶƚĞƌŝŶŐƚŚĞƉĂƌŬŝŶŐůŽƚŶĞdžƚƚŽŵLJƌĞƐŝĚĞŶĐĞĐŽŶƐŝƐƚĞŶƚůLJϴŚŽƵƌƐĂĚĂLJĂƐĂůŽĂĚŝŶŐnjŽŶĞ͘dŚĞ
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dŚĂŶŬLJŽƵǀĞƌLJŵƵĐŚ͘
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