While winter officially arrives on December 21, many areas of the country have already been experiencing snow and ice, which can mean dangerous driving conditions. First Student urges motorists, students and parents to take extra precautions this time of year to stay safe on the roads and at the bus stop. Even in winter weather, school buses are the safest way for children to get to and from school. First Student buses are twice as safe as the industry average. The company’s drivers receive comprehensive training, including preparation for driving in adverse conditions. Every First Student bus also follows a strict vehicle maintenance program to ensure it is in top-operating condition. “The safety of children on the school bus depends not only on the bus driver, but other drivers as well,” said Darryl Hill, senior vice president of safety at FirstGroup America, the parent company of First Student. “We ask everyone to join us in keeping students safe by being prepared for the travel challenges that can accompany the harsh winter months.” First Student offers the following safety tips to drivers, students and parents:
Drivers
Time is on your side. Give yourself extra time when the weather is bad. Drivers who give themselves extra time to get to their destination help ensure a safe and appropriate speed for road conditions.
Watch for school buses. Passing a stopped school bus from behind as it loads or unloads children is illegal in all 50 states. It’s estimated that more than 80,000 drivers break this law every school day, causing close calls and injuries to children. Everyone plays a role in ensuring students get to school safety, so please use caution and maintain a safe following distance.
Be prepared. Make sure the wiper blades, tires, battery and defroster are in good working condition before inclement weather hits. Keep the vehicle’s gas tank full and check window washer fluid levels.
Remain alert. Pedestrians are more likely to be rushing during cold temperatures and could be hidden by poor visibility or snow banks. Remain alert for children who may be hidden or standing in or near the street at the bus stop due to mounds of plowed snow.
Drive for conditions. Adjust your driving behavior to the weather conditions. During winter, this often requires slowing down and increasing your following distance. Anticipate that bridges and overpasses may be icy and minimize acceleration and hard-braking.
Students & Parents
Don’t rush. When roads and sidewalks are slippery, rushing to catch the bus or driving faster to make it to your destination can have disastrous results. Children need extra time to get to the bus stop in cold, windy or snowy conditions. Encouraging them to leave a few minutes early and take their time can reduce the number of falls on slick pavement.
Bundle up. Students need to keep warm at the bus stop, but they also must still be able to see and hear what’s going on around them. When bundling up your child in the morning, make sure he or she still has an adequate line of sight and can hear traffic and other noises.
Watch your step. When walking on snow covered or icy surfaces, watch where you are walking, take shorter, more deliberate steps or do the “penguin shuffle.”
Get a grip. Wear footwear appropriate for conditions. Avoid footwear with slick (no-tread) soles when walking on wet surfaces, snow or ice.
Be patient. School bus drivers are trained to drive in inclement weather; however, snow and icy roads can slow down even the most experienced driver. Safety is each driver’s top priority and extra time may be needed to get from stop to stop.
Hold on. The seemingly simple task of getting on and off the bus can be taken for granted. Always use the handrails!
Be weather aware. Bad weather can lead to school cancellations, delays or early dismissals. Make sure your school has your contact information to receive alerts, and be sure to check your school website or local media when inclement weather is expected.
About First Student, Inc. As the leading school transportation solutions provider in North America, First Student strives to provide the best start and finish to every school day. First Student completes five million student journeys each day, moving more passengers than all U.S. airlines combined. With a team of highly-trained drivers and the industry’s strongest safety record, First Student delivers reliable, quality services including full-service transportation and management, special-needs transportation, route optimization and scheduling, maintenance, and charter services for 1,100 school district contracts. For more information, please visit firststudentinc.com.
The amounts of compensation subject to railroad retirement tier I and tier II payroll taxes will increase in 2019, while the tax rates on employers and employees will stay the same. In addition, unemployment insurance contribution rates paid by railroad employers will continue to include a surcharge of 1.5 percent.
Tier I and Medicare Tax–The railroad retirement tier I payroll tax rate on covered rail employers and employees for 2019 remains at 7.65 percent. The railroad retirement tier I tax rate is the same as the social security tax, and for withholding and reporting purposes is divided into 6.20 percent for retirement and 1.45 percent for Medicare hospital insurance. The maximum amount of an employee’s earnings subject to the 6.20 percent rate increases from $128,400 to $132,900 in 2019, with no maximum on earnings subject to the 1.45 percent Medicare rate.
An additional Medicare payroll tax of 0.9 percent applies to an individual’s income exceeding $200,000, or $250,000 for a married couple filing a joint tax return. While employers will begin withholding the additional Medicare tax as soon as an individual’s wages exceed the $200,000 threshold, the final amount owed or refunded will be calculated as part of the individual’s Federal income tax return.
Tier II Tax–The railroad retirement tier II tax rates in 2019 will remain at 4.9 percent for employees and 13.1 percent for employers. The maximum amount of earnings subject to railroad retirement tier II taxes in 2019 will increase from $95,400 to $98,700. Tier II tax rates are based on an average account benefits ratio reflecting railroad retirement fund levels. Depending on this ratio, the tier II tax rate for employees can be between 0 percent and 4.9 percent, while the tier II rate for employers can range between 8.2 percent and 22.1 percent.
Unemployment Insurance Contributions–Employers, but not employees, pay railroad unemployment insurance contributions, which are experience-rated by employer. The Railroad Unemployment Insurance Act (RUIA) also provides for a surcharge in the event the Railroad Unemployment Insurance Account balance falls below an indexed threshold amount. The accrual balance of the Railroad Unemployment Insurance Account was $118.1 million on June 30, 2018. Since the balance is less than the indexed threshold of $150.1 million, a 1.5 percent surcharge will be added to the basic contribution rates for 2019, but will not increase the maximum 12 percent rate. There was also a surcharge of 1.5 percent the previous four years, with no surcharge in 2013 and 2014.
As a result, the unemployment insurance contribution rates (including the 1.5 percent surcharge) on railroad employers in 2019 will range from the minimum rate of 2.15 percent to the maximum of 12 percent on monthly compensation up to $1,605, an increase from $1,560 in 2018.
In 2019, the minimum rate of 2.15 percent will apply to 81 percent of covered employers, with 7 percent paying the maximum rate of 12 percent. New employers will pay an unemployment insurance contribution rate of 2.75 percent, which represents the average rate paid by all employers in the period 2015-2017.
The Alaska Railroad (ARR) is back up and running after Friday’s 7.0-magnitude earthquake. Regularly scheduled freight services started running again Tuesday, Dec. 4. ARR suspended all service after the quake in order to assess damage along its nearly 500 miles of trackage and to begin repairs. Some sections of track were damaged or deemed impassable and required immediate repairs. In particular, an area 45 miles north of Anchorage sustained cracks up to four feet wide and 150 feet long on both sides of the tracks. “We could not be more pleased with the work our crews have done to get the Alaska Railroad back up and running in just over 72 hours,” Dale Wade, vice president of marketing and customer service said in a press release. “This incredible effort from railroaders speaks to the grit and perseverance of Alaska and its people. We are happy to be able to return to serving our passengers and freight customers so quickly.” The first passenger trains to run as scheduled will be the Winter Hurricane Turn Train on Thursday, Dec. 6, followed by the regularly scheduled Aurora Winter Trains and Holiday trains this weekend.
A magnitude-7.0 earthquake rippled through Matanuska-Susitna Borough and Anchorage, Alaska, causing collapses and damage to Alaska’s infrastructure on Friday, Nov. 30. More than 200 aftershocks, some up to 5.7 magnitude, continued for 12 hours after the initial quake. Damage occurred on the Alaska Railroad (ARR), closing the tracks between Anchorage and Fairbanks, a 350-mile trip one way. Cracks up to four feet wide and 150 feet long have been found on both sides of tracks about 45 miles north of Anchorage, The Associated Press reported. Officials finished a complete inspection of the tracks and bridges Monday morning. All slide zones south of Anchorage have been cleared, and freight has resumed running between Whittier and Anchorage, reports say. Two areas north of Anchorage are under repair, and train traffic is expected to resume within the next 48 hours, according to the Fairbanks Daily News-Miner. ARR’s headquarters also sustained extensive water damage from a pipe ruptured by the quakes, AP reported.
WASHINGTON – The U.S. Department of Transportation’s Federal Transit Administration (FTA) announced a total of $281 million in additional Fiscal Year 2018 federal funding allocations to five transit projects in Arizona, California, Minnesota and Texas. Funding will be provided through FTA’s Capital Investment Grants (CIG) Program. “These significant investments in the public transit systems in five communities across the country will improve mobility for riders who depend upon public transit every day,” said U.S. Transportation Secretary Elaine L. Chao. FTA has advanced funding for 17 new CIG projects throughout the nation under this administration since January 20, 2017, totaling approximately $4.8 billion in funding commitments. The present administration will have executed 13 CIG funding agreements by Dec. 31, 2018, for $3.3 billion in CIG funding, compared to 10 projects for $1.08 billion during the corresponding period (Jan. 20, 2009 – Dec. 2010) for the previous administration. In addition, with the allocations announced today, the present administration is committing to execute an additional four agreements for $1.5 billion in CIG funding if those projects continue to meet the CIG program requirements. The projects included as part of the announcement are the Tempe Streetcar project in Arizona; the Los Angeles Westside Purple Line Section 3 project and San Diego Mid-Coast Light Rail project in California; the Minneapolis Orange Line Bus Rapid Transit (BRT) project in Minnesota; and the Dallas Area Rapid Transit (DART) Red and Blue Line Platform Extensions project in Texas. FTA indicated its intent to fund the projects through an updated allocation notice for Fiscal Year (FY) 2018 CIG funding appropriated by Congress. FTA is allocating approximately $281 million in appropriated FY 2018 CIG funding among the five projects, which either have a construction grant agreement or are nearing completion of all statutory and readiness requirements. All five projects have either completed or are in process of completing the rigorous CIG program steps as outlined in the law. “FTA continues to evaluate and advance projects in the CIG program, considering each project on its individual merits while demonstrating good governance consistent with discretion afforded in federal law,” said FTA Acting Administrator K. Jane Williams. The CIG Program provides funding for major transit infrastructure capital investments nationwide. Projects accepted into the program must go through a multi-year, multi-step process according to requirements in law to be eligible for consideration to receive program funds.
New FY 2018 CIG Allocations
Tempe, AZ: Tempe Streetcar
The Tempe Streetcar is a three-mile streetcar with 14 stations and six vehicles that will connect downtown Tempe and Arizona State University. It also will connect with existing light rail serving Phoenix, Mesa and the airport. The total project cost is $201.9 million with $75 million in funding requested through the CIG Program. Upon final FTA approval of a construction grant agreement, the project will receive $25 million in FY 2018 CIG funds to complete the CIG funding request.
Los Angeles, CA: Los Angeles Westside Purple Line Section 3 Project
The Los Angeles Westside Purple Line Section 3 project is a 2.6-mile heavy rail extension from Century City to Westwood and the Veterans Affairs hospital that includes two stations and 16 vehicles. The total project cost is $3.7 billion with $1.3 billion in funding requested through the CIG Program. Upon final FTA approval of a construction grant agreement, the project will receive $100 million in FY 2018 CIG funds.
San Diego, CA: San Diego Mid-Coast Corridor Light Rail Project
The San Diego Mid-Coast Corridor Light Rail project is a 10.92-mile light rail extension from downtown San Diego to the growing University City area. The extension will improve access to employment hubs and numerous educational and medical facilities north of downtown. FTA announced a $1.04 billion grant agreement for the $2.17 billion project in September 2016. The project will receive an additional $80 million in FY 2018 CIG funds.
Minneapolis, MN: Minneapolis Orange Line BRT Project
The Minneapolis Orange Line BRT project is a 17-mile BRT along Interstate 35 linking job centers including downtown, Best Buy Headquarters, Wells Fargo Home Mortgage, Target Corporation, and Southtown Shopping Center. The total project cost is $150.7 million with $74.08 million requested through the CIG Program. Upon final FTA approval of a construction grant agreement, the project will receive $74.08 million in FY 2018 CIG funds to complete the CIG funding request.
Dallas, TX: Dallas Area Rapid Transit (DART) Red and Blue Line Platform Extensions Project
The DART Red and Blue Line Platform Extensions project will extend and modify platforms along the existing Red and Blue Lines to accommodate three-car trains with level boarding. The total project cost is $128.7 million with $60.76 million requested through the CIG Program. Upon final FTA approval of a construction grant agreement, the project will receive $2 million in FY 2018 CIG funds to complete the CIG funding request. To date, FTA has allocated $1.86 billion of the $2.62 billion in FY 2018 CIG funds appropriated for projects by Congress. FTA will continue to consider additional FY 2018 CIG allocations, based on the merits of individual projects.
WASHINGTON – The U.S. Department of Transportation’s (DOT) Federal Railroad Administration (FRA) issued a final rule establishing modern, performance-based safety standards for railroad passenger equipment. The rule reinforces FRA’s commitment to safety while representing one of the most significant enhancements to the nation’s passenger rail design standards in a century. The rule paves the way for U.S. high-speed passenger trains to safely travel as fast as 220 miles per hour (mph). “These new regulations were made possible by a wealth of FRA research, reinforcing our unwavering commitment to safety,” FRA Administrator Ronald L. Batory said. “FRA’s safety experts solicited input from industry stakeholders at numerous levels and took those ideas to develop standards supporting a new era in public transportation.” The final rule defines a new category of high-speed rail operations and makes it possible for high-speed rail to utilize existing infrastructure, saving the expense of building new rail lines. These new ‘Tier III’ passenger trains can operate over this shared track at conventional speeds, and as fast as 220 mph in areas with exclusive rights-of-way and without grade crossings. The final rule also establishes minimum safety standards for these trains, focusing on core, structural and critical system design criteria. FRA estimates that the rule will improve safety because of expected improvements made by the railroads to accommodate the operation of high-speed rail equipment in shared rights-of-way. The final rule will be a deregulatory action under Executive Order (EO) 13771, “Reducing Regulation and Controlling Regulatory Costs.” The rule is expected to save more than $475 million in net regulatory costs. Passenger train manufacturers across the globe have utilized innovative design and testing techniques for years, incorporating features such as crash energy management. Under FRA’s previous passenger equipment regulations, U.S. rail companies have had limited procurement options or have needed to petition FRA for waivers to use these newer technologies. The final rule continues to define Tier I as trains operating in shared rights-of-way at speeds up to 125 mph, and it also allows state-of-the-art, alternative designs for equipment operating at these conventional speeds. Tier II trains are defined as those traveling between 125-160 mph, an increase from the previous 150 mph limit. This supports a competitive operating environment for U.S. companies seeking to offer travelers more passenger rail options. By enabling the use of advanced equipment-safety technologies, this final rule helps eliminate the need for waivers. The final rule was developed with the assistance of the Engineering Task Force (ETF), under the auspices of FRA’s Railroad Safety Advisory Committee (RSAC). The ETF membership included FRA technical staff and representatives from railroads, rail labor organizations, manufacturers and others. The ETF evaluated production trends against the U.S. operating environment. The ETF recommended that FRA expand its traditional speed-and-safety rating system to three categories of passenger trains. Click here to read the final rule as published by the Federal Register.
Railroad employees frequently ask the Railroad Retirement Board (RRB) how the acceptance of a buyout from a railroad employer affects their future eligibility for benefits under the Railroad Retirement and Railroad Unemployment Insurance Acts. The following questions and answers provide information on this subject.
1. Would leaving railroad work and accepting a buyout mean that an employee forfeits any future entitlement to an annuity under the Railroad Retirement Act?
As long as an employee has acquired at least 10 years (120 months) of creditable rail service, or 5 years (60 months) of creditable service if such service was performed after 1995, he or she would still be eligible for a regular railroad retirement annuity upon reaching retirement age, or, if totally disabled, for an annuity before retirement age, regardless of whether or not a buyout was ever accepted.
However, if a person permanently leaves railroad employment before attaining retirement age, the employee may not be able to meet the requirements for certain other benefits, particularly the current connection requirement for annuities based on occupational, rather than total, disability and for supplemental annuities paid by the RRB to career employees.
In addition, if an employee does not have a current connection, the Social Security Administration, rather than the RRB, would have jurisdiction of any survivor benefits that become payable on the basis of the employee’s combined railroad retirement and social security covered earnings. The survivor benefits payable by the RRB are generally greater than those paid by the Social Security Administration.
2. How are buyout payments treated under the Railroad Retirement and Railroad Unemployment Insurance Acts?
Buyout payments that result from the abolishment of an employee’s job are creditable as compensation under the Railroad Retirement and Railroad Unemployment Insurance Acts. While the actual names of these employer payments may vary, the treatment given them by the RRB will depend upon whether the employee relinquished or retained his or her job rights. If the employee relinquishes job rights to obtain the compensation, the RRB considers the payment a separation allowance. This compensation is credited to either the month last worked or, if later, the month in which the employee relinquishes his or her employment relationship. While all compensation subject to tier I payroll taxes is considered in the computation of a railroad retirement annuity, no additional service months can be credited after the month in which rights are relinquished.
The RRB considers the buyout payment a dismissal allowance, even though the employer might designate the payment as a separation allowance, if the employee retains job rights and receives monthly payments credited to the months for which they are allocated under the dismissal allowance agreement. This is true even if the employee relinquishes job rights after the end of the period for which a monthly dismissal allowance was paid. However, supplemental unemployment or sickness benefits paid under an RRB-approved nongovernmental plan by a railroad or third party are not considered compensation for railroad retirement purposes.
3. Suppose an employee is given a choice between (1) accepting a separation allowance, relinquishing job rights and having the payment he or she receives credited to one month or (2) accepting a dismissal allowance, retaining job rights and having the payment credited to the months for which it is allocated. What are some of the railroad retirement considerations the employee should keep in mind?
Individual factors such as an employee’s age and service should be considered.
For example, if an employee is already eligible to begin receiving a railroad retirement annuity, he or she may find it advantageous to relinquish job rights, accept a separation allowance, and have the annuity begin on the earliest date allowed by law. Any periodic payments made after that date would not preclude payment of the annuity because the employee has relinquished job rights.
On the other hand, some younger employees may find it more advantageous to retain job rights and accept monthly compensation payments under a dismissal allowance if these payments would allow them to acquire 120 months of creditable rail service (or 60 months of creditable rail service if such service was performed after 1995) and establish future eligibility for a railroad retirement annuity. Also, additional service months might allow a long-service employee to acquire 30 years of service, which is required for early retirement at age 60, or 25 years of rail service, which is required for supplemental annuities paid by the RRB. Establishing 25 years of service could also aid an employee in maintaining a current connection under the Railroad Retirement Act.
4. How would acquiring 25 years of railroad service assist an employee in maintaining a current connection?
The current connection requirement is normally met if the employee has railroad service in at least 12 of the last 30 consecutive months before retirement or death. If an employee does not qualify on this basis but has 12 months of service in an earlier 30-month period, he or she may still meet the requirement if the employee does not work outside the railroad industry in the interval following the 30-month period and the employee’s retirement, or death if that occurs earlier. Nonrailroad employment in that interval will likely break the employee’s current connection.
However, a current connection can be maintained for purposes of supplemental and survivor annuities, but not occupational disability annuities, if the employee completed 25 years of railroad service, was involuntarily terminated without fault from his or her last job in the railroad industry, and did not thereafter decline an offer of employment in the same class or craft in the railroad industry, regardless of the distance to the new position. If all of these requirements are met, an employee’s current connection may not be broken, even if the employee works in regular nonrailroad employment after the 30-month period and before retirement or death. This exception to the normal current connection requirements became effective October 1, 1981, but only for employees still living on that date who left the rail industry on or after October 1, 1975, or who were on leave of absence, on furlough, or absent due to injury on October 1, 1975.
5. Would the acceptance of a buyout have any effect on determining whether an employee could maintain a current connection under the exception provision?
In cases where an employee has no option to remain in the service of his or her employer, the termination of the employment is considered involuntary, regardless of whether the employee does or does not receive a separation or dismissal allowance.
However, an employee who chooses a separation allowance instead of keeping his or her seniority rights to railroad employment would, for railroad retirement purposes, generally be considered to have voluntarily terminated railroad service, and, consequently, would not maintain a current connection under the exception provision.
6. An employee with 25 years of service is offered a buyout with the option of either taking payment in a single lump sum, or receiving monthly payments until retirement age. Could the method of payment affect the employee’s current connection under the exception provision?
If the employee had the choice to remain in employer service and voluntarilyrelinquished job rights prior to accepting the payments, his or her current connection would not be maintained under the exception provision, regardless of which payment option is chosen. Therefore, nonrailroad work after the 30-month period and before retirement, or the employee’s death if earlier, could break the employee’s current connection. Such an employee could only meet the current connection requirement under the normal procedures.
7. Is it always advantageous to maintain a current connection?
While a current connection is generally advantageous for railroad retirement purposes, the costs of maintaining a current connection could outweigh its value, depending on individual circumstances. There may be other financial or personal factors involved besides railroad retirement eligibility and/or the preservation of a current connection, and these will vary from individual to individual.
8. Are separation and dismissal allowances subject to railroad retirement payroll taxes?
Under the Railroad Retirement Tax Act, which is administered by the Internal Revenue Service, payments of compensation, including most buyouts, are subject to tier I, tier II and Medicare taxes on earnings up to the annual maximum earnings bases in effect when the compensation is paid. This is true whether payment is made in a lump sum or on a periodic basis.
To the extent that a separation allowance does not yield additional tier II railroad retirement service credits, a lump sum, approximating part or all of the railroad retirement tier II payroll taxes deducted from the separation allowance, will be paid upon retirement to employees meeting minimum service requirements or their survivors. This lump sum applies to separation allowances made after 1984.
If an employee receives a dismissal allowance, he or she receives service credits for the tier II taxes deducted from the dismissal allowance payments. Consequently, such a lump sum would not be payable.
If an employee has an option about how a buyout is to be distributed, he or she should consider the impact of both payroll taxes and income tax on the payments. Employees with questions in this regard should contact the payroll department of their railroad employer and/or the Internal Revenue Service.
9. Would an employee be able to receive unemployment or sickness benefits paid by the RRB after accepting a separation allowance?
An employee who accepts a separation allowance cannot receive unemployment or sickness benefits for roughly the period of time it would have taken to earn the amount of the allowance at his or her straight-time rate of pay. This is true regardless of whether the allowance is paid in a lump sum or installments. For example, if an employee’s salary was $3,000 a month without overtime pay and the allowance was $12,000, he or she would be disqualified from receiving benefits for approximately four months.
10. Can an employee receive unemployment benefits after his or her separation allowance disqualification period has ended?
An employee who has not obtained new employment by the end of the disqualification period and is still actively seeking work may be eligible for unemployment benefits at that time. The employee must meet all the usual eligibility requirements, including the availability for work requirement. An employee can establish his or her availability for work by demonstrating a willingness to work and making significant efforts to obtain work. In judging the employee’s willingness to work, the RRB considers, among other factors, the reason the employee accepted the separation allowance and the extent of his or her work-seeking efforts during the disqualification period.
11. How would the acceptance of a dismissal allowance affect an employee’s eligibility for unemployment and sickness benefits?
Payments made under a dismissal allowance would be considered remuneration under the Railroad Unemployment Insurance Act and the employee would not be eligible for unemployment or sickness benefits during the period the dismissal allowance is being paid. The employee may, of course, be eligible for benefits after the end of this period if he or she is still actively seeking work or is unable to work because of illness or injury.
12. Where can employees get more specific information on how benefits payable by the RRB are affected by a buyout?
Employees can get more information online or by phone. Field Office Locator at RRB.gov provides easy access to every field office webpage where the street address and other service information is posted, as well as the option to email an office directly using the feature labeled ‘Send a Secure Message’. The agency’s toll-free number, 1-877-772-5772, is equipped with an automated menu offering a variety of service options, including being transferred to an office to speak with a representative, leave a message, or find the address of a local field office. The agency also maintains a TTY number, 312-751-4701, to accommodate those with hearing or speech impairments. Most RRB offices are open to the public on weekdays from 9:00 a.m. to 3:30 p.m., except on Wednesdays when offices are open from 9:00 a.m. to 12:00 p.m. RRB offices are closed on federal holidays.
World War I – known at the time as “The Great War” – officially ended when the Treaty of Versailles was signed on June 28, 1919, in the Palace of Versailles outside the town of Versailles, France. However, fighting ceased seven months earlier when an armistice, or temporary cessation of hostilities, between the Allied nations and Germany went into effect on the eleventh hour of the eleventh day of the eleventh month. For that reason, November 11, 1918, is generally regarded as the end of “the war to end all wars.” In November 1919, President Wilson proclaimed November 11 as the first commemoration of Armistice Day with the following words: “To us in America, the reflections of Armistice Day will be filled with solemn pride in the heroism of those who died in the country’s service and with gratitude for the victory, both because of the thing from which it has freed us and because of the opportunity it has given America to show her sympathy with peace and justice in the councils of the nations…” The original concept for the celebration was for a day observed with parades and public meetings and a brief suspension of business beginning at 11:00 a.m. The United States Congress officially recognized the end of World War I when it passed a concurrent resolution on June 4, 1926, with these words:
“Whereas the 11th of November 1918, marked the cessation of the most destructive, sanguinary, and far reaching war in human annals and the resumption by the people of the United States of peaceful relations with other nations, which we hope may never again be severed, and
“Whereas it is fitting that the recurring anniversary of this date should be commemorated with thanksgiving and prayer and exercises designed to perpetuate peace through good will and mutual understanding between nations; and
“Whereas the legislatures of twenty-seven of our States have already declared November 11 to be a legal holiday: Therefore be it Resolved by the Senate (the House of Representatives concurring), that the President of the United States is requested to issue a proclamation calling upon the officials to display the flag of the United States on all Government buildings on November 11 and inviting the people of the United States to observe the day in schools and churches, or other suitable places, with appropriate ceremonies of friendly relations with all other peoples.”
An Act (52 Stat. 351; 5 U. S. Code, Sec. 87a) approved May 13, 1938, made the 11th of November in each year a legal holiday—a day to be dedicated to the cause of world peace and to be thereafter celebrated and known as “Armistice Day.” Armistice Day was primarily a day set aside to honor veterans of World War I, but in 1954, after World War II had required the greatest mobilization of soldiers, sailors, Marines and airmen in the Nation’s history; after American forces had fought aggression in Korea, the 83rd Congress, at the urging of the veterans service organizations, amended the Act of 1938 by striking out the word “Armistice” and inserting in its place the word “Veterans.” With the approval of this legislation (Public Law 380) on June 1, 1954, November 11th became a day to honor American veterans of all wars. Later that same year, on October 8th, President Dwight D. Eisenhower issued the first “Veterans Day Proclamation” which stated: “In order to insure proper and widespread observance of this anniversary, all veterans, all veterans’ organizations, and the entire citizenry will wish to join hands in the common purpose. Toward this end, I am designating the Administrator of Veterans’ Affairs as Chairman of a Veterans Day National Committee, which shall include such other persons as the Chairman may select, and which will coordinate at the national level necessary planning for the observance. I am also requesting the heads of all departments and agencies of the Executive branch of the Government to assist the National Committee in every way possible.” On that same day, President Eisenhower sent a letter to the Honorable Harvey V. Higley,Administrator of Veterans’ Affairs (VA), designating him as chairman of the Veterans Day National Committee. In 1958, the White House advised VA’s General Counsel that the 1954 designation of the VA Administrator as Chairman of the Veterans Day National Committee applied to all subsequent VA Administrators. Since March 1989 when VA was elevated to a cabinet level department, the Secretary of Veterans Affairs has served as the committee’s chairman. The Uniform Holiday Bill (Public Law 90-363 (82 Stat. 250)) was signed on June 28, 1968, and was intended to ensure three-day weekends for Federal employees by celebrating four national holidays on Mondays: Washington’s Birthday, Memorial Day, Veterans Day, and Columbus Day. It was thought that these extended weekends would encourage travel, recreational and cultural activities and stimulate greater industrial and commercial production. Many states did not agree with this decision and continued to celebrate the holidays on their original dates. The first Veterans Day under the new law was observed with much confusion on October 25, 1971. It was quite apparent that the commemoration of this day was a matter of historic and patriotic significance to a great number of our citizens, and so on September 20th, 1975, President Gerald R. Ford signed Public Law 94-97 (89 Stat. 479), which returned the annual observance of Veterans Day to its original date of November 11, beginning in 1978. This action supported the desires of the overwhelming majority of state legislatures, all major veterans service organizations and the American people. Veterans Day continues to be observed on November 11, regardless of what day of the week on which it falls. The restoration of the observance of Veterans Day to November 11 not only preserves the historical significance of the date, but helps focus attention on the important purpose of Veterans Day: A celebration to honor America’s veterans for their patriotism, love of country, and willingness to serve and sacrifice for the common good. Click here to find Veterans Day events. Click here for military discounts available on Veterans Day.
Local 911 (Minneapolis) Local Chairperson Tom “TJ” Baker, 32, died Tuesday, Oct. 27. A 12-year member, Baker had served his union as local chairperson and 3rd vice general chairperson of GO 261 – Canadian Pacific (SOO Line) since 2015. Brother Baker is the son of former GO 261 General Chairperson Dennis Baker. “Tom was a great guy. He was the heart and soul of Local 911,” said Phil Qualy, SMART TD Minnesota state legislative director. Baker is survived by his parents, Dennis and Patricia; son, Charles; sister, Shelley (Jonathan) Floyd; brother, Lee Baker; and many other family and friends, including his four-legged best friend, Harley. A visitation will be held Wednesday, Nov. 7 from 5 – 8 p.m. at the Wulff Woodbury Funeral Home, 2195 Woodlane Dr., Woodbury, MN 55125. An hour visitation will be held at 10 a.m. at the Church of Guardian Angels, 8260 4th St. N., Oakdale, MN 55128, followed by a memorial mass at 11 a.m. on Thursday, Nov. 8. SMART TD extends their deepest sympathies to family, friends and Local 911 during this difficult time. Click here for more information or to leave condolences for the family.
While winter officially arrives on December 21, many areas of the country have already been experiencing snow and ice, which can mean dangerous driving conditions. First Student urges motorists, students and parents to take extra precautions this time of year to stay safe on the roads and at the bus stop.
The amounts of compensation subject to railroad retirement tier I and tier II payroll taxes will increase in 2019, while the tax rates on employers and employees will stay the same. In addition, unemployment insurance contribution rates paid by railroad employers will continue to include a surcharge of 1.5 percent.
The Alaska Railroad (ARR) is back up and running after Friday’s 7.0-magnitude earthquake. Regularly scheduled freight services started running again Tuesday, Dec. 4.
WASHINGTON – The U.S. Department of Transportation’s Federal Transit Administration (FTA) announced a total of $281 million in additional Fiscal Year 2018 federal funding allocations to five transit projects in Arizona, California, Minnesota and Texas. Funding will be provided through FTA’s Capital Investment Grants (CIG) Program.
WASHINGTON – The U.S. Department of Transportation’s (DOT) Federal Railroad Administration (FRA) issued a final rule establishing modern, performance-based safety standards for railroad passenger equipment. The rule reinforces FRA’s commitment to safety while representing one of the most significant enhancements to the nation’s passenger rail design standards in a century. The rule paves the way for U.S. high-speed passenger trains to safely travel as fast as 220 miles per hour (mph).
Local 911 (Minneapolis) Local Chairperson Tom “TJ” Baker, 32, died Tuesday, Oct. 27. A 12-year member, Baker had served his union as local chairperson and 3rd vice general chairperson of GO 261 – Canadian Pacific (SOO Line) since 2015.