logo
‘Significant downsizing' happening at NIOSH in Morgantown: UMWA

‘Significant downsizing' happening at NIOSH in Morgantown: UMWA

Yahoo01-04-2025

MORGANTOWN, W.Va. (WBOY) — The National Institute for Occupational Safety and Health (NIOSH) is laying off hundreds of workers, according to the United Mine Workers of America (UMWA).
Although specifics are limited, the UMWA International President Cecil Roberts said in a statement Tuesday that 'NIOSH began laying off hundreds of workers who are engaged in research and the improvement of products and practices.'
The statement also said that NIOSH 'announced significant downsizing of offices in Morgantown, W.Va., and Pittsburgh, Pa.' on Tuesday.
12 News has reached out to officials and representatives for more specific information on the downsizing. West Virginia Delegate John Williams (Monongalia, 080) told 12 News that he has 'seen no official statement' but that he does 'believe the reports are accurate.'
The Morgantown NIOSH facility has been operational since the organization's inception in 1970, and grew from 20 to about 600 employees by 2014, according to the Centers for Disease Control and Prevention website.
Fairmont Novelis plant closure is 'major loss' after more than 100 years in community
The Morgantown facility, as well as the Pittsburgh facility, focus on research relating to health and safety issues affecting workers and coal miners, including respiratory disease.
Roberts said in his statement that the coal industry 'relies on the research done there to improve its safety practices.'
Roberts also said that the layoffs, compiled with closures in the Mine Safety and Health Administration and fees and tariffs expected to be placed on West Virginia coal that is exported to China, give the appearance that miners have 'a target on their backs.'
'I do not think that these actions are being done in a coordinated way to hurt the American coal industry and those who work in it. But that is the effect. Miners have and can continue to produce the materials to power American homes, produce American steel and so many other products our society uses every day,' Roberts said in the release.
Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.

Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

Judge approves landmark college sports settlement
Judge approves landmark college sports settlement

NBC Sports

timean hour ago

  • NBC Sports

Judge approves landmark college sports settlement

The corrupt system of denying payment to college athletes has officially ended. On Friday, Judge Claudia Wilken approved the settlement of multiple antitrust class-action lawsuits that challenged the longstanding refusal of the NCAA and its members to compensate athletes. The deal includes $2.8 billion in payments to players over the past 10 years along with payments to players moving forward. This hardly ends the chaos currently consuming college sports. The major conferences have launched the College Sports Commission (which is different from the presidential commission that was under consideration for like a week) to regulate NIL collectives that have in many instances become pay-for-play programs. Here's the problem. Any collective action by independent businesses that restrict the earning capacity of the athletes potentially creates a fresh antitrust problem. Friday's settlement resolves (in theory) the manner in which the schools will directly compensate players. The NIL issue is separate. And it should be open season, thanks to the American system of free enterprise. That's why the colleges want the federal government to throw them a lifeline with legislation that would include an antitrust exemption. The only truly effective solution would come from creating a nationwide union and negotiating rules regarding key issues like compensation limits and transfer rights. With that, however, the players would have the ability to secure protections against, for instance, unlimited padded practices and a year-round schedule of intense workouts that leave the players with very little time to themselves — especially relative to pro athletes. So the settlemen isn't the end. It's more like the end of the beginning, with plenty more work to be done.

How to Revive a Sleeping Beauty Watch Brand
How to Revive a Sleeping Beauty Watch Brand

Business of Fashion

time3 hours ago

  • Business of Fashion

How to Revive a Sleeping Beauty Watch Brand

The dormant Danish watch company Urban Jürgensen was 'resurrected' in Los Angeles on Thursday following a $25 million revamp that its US backers hope will land it a seat at luxury watchmaking's top table inside five years. Acquired by a group of investors led by the American Rosenfield family in 2021 for an undisclosed sum, Urban Jürgensen was originally founded in Copenhagen in 1773 and is revered by watch connoisseurs and collectors. But outside that bubble, the name is largely unknown. According to its co-chief executive Alex Rosenfield, the bubble needs to burst. 'We think that what we're making are watches that people who love and care about watches will love and care about, but the world of people who can enjoy what we're doing is much larger than that,' Rosenfield told the Business of Fashion. 'Too often, watch companies make you feel like if you don't understand the escapement, we don't want to talk to you. Our goal is absolutely the opposite. It has to be beyond the obsessives.' Rosenfield is new to the watch industry. Qualified as a lawyer, he held a number of brand strategy roles in media and fashion before joining Guggenheim Partners, the US investment and financial services firm, which says it has more than $345 billion of assets under management. Rosenfield's father Andy is the firm's president and also an avid watch collector, buying his first Urban Jürgensen watch in the 1990s. Rosenfield Sr, who will continue to advise the company, and his philanthropist wife Betty hosted the relaunch at their $33 million Brentwood mansion. Rosenfield, who is based in Los Angeles, said his family had never intended to buy a watch company but stepped in to acquire Urban Jürgensen after hearing it had fallen on hard times, so they could return it to 'people who will love it and push it forward.' Urban Jürgensen's latest campaign. (Casey Zhang) The Rosenfields, who are reported to own 85 percent of the company, have assembled an impressive cast list. The company's other co-chief executive is Kari Voutilainen, the Finnish watchmaker considered one of the finest talents of his generation. Voutilainen has a minority stake in Urban Jürgensen, as well as his own independent watch company, which makes around 60 pieces a year. Urban Jürgensen's brand identity was developed by Winkreative in London and Chandelier Creative in New York under Rosenfield's direction, with a launch campaign called Time Well Spent shot by Ellen von Unwerth, the award-winning fashion photographer and filmmaker. The company is set to follow the high-value, low-volume model set by many of today's most successful independent watch brands. According to Rosenfield, in its first year, Urban Jürgensen will produce around 70 watches. Three models were introduced at Thursday's launch, with prices ranging from around $115,000 for the UJ-2 to $410,000 for the UJ-1, which will be limited to 75 pieces. Each has a new mechanical movement designed in-house by Voutilainen and hand-finished and assembled at the company's Swiss facility in the city of Biel/Bienne, where watchmaking giant Omega is based. Currently, it employs 20 people, around half of them watchmakers. 'The idea is to bring the glory of the Urban Jürgensen of the 19th century back,' Voutilainen said, referring to a period when the company made watches for the Danish royal court. 'This is just the starting block. Our aim is to make Urban Jürgensen a new reference point in fine watchmaking.' The revival of Urban Jürgensen comes in a busy season of watch brand rebirths. The private equity-backed Swiss company Breitling has in recent years acquired Universal Genève and Gallet, two dormant brands now slated for a comeback next year. Last year, Silvercity Brands, a subsidiary of the Indian conglomerate KDDL, revived the 18th century company Favre-Leuba, while the US founding partner of the mergers and acquisitions firm Duffy & Sweeney, Michael Sweeney, reintroduced the American watch brand Benrus in April. Rosenfield said he believed the recent glut of acquisitions and relaunches of forgotten dial names was sign that luxury buyers want a human connection to their purchases. 'We're so estranged from work with our hands and hand-making and things that are human, and now I think we need this [these brands] more than we ever did,' he said. Initially, Urban Jürgensen watches will be sold direct to consumer. No pre-orders had been taken, according to Rosenfield, who said that in time his strategy allowed for a few 'pop-ups and offices that serve as showrooms' that would be 'places to entertain as much as to sell', a model that has proved successful for Audemars Piguet, which has more than doubled its revenues over the past decade through its network of laid-back AP House concepts. Voutilainen said the ambition was to grow to between 1,000 and 1,200 watches a year in five years, putting it in territory currently dominated by a small number of high-end independents such as F. P. Journe, which was founded in 1999 and is now thought to turn over more than $100 million a year, according to Morgan Stanley estimates. With backing from the Rosenfields and Voutilainen overseeing product development, experts said Urban Jürgensen would shake up the luxury watch industry, currently dominated by Swiss companies. 'This is the best revival of a watch company since A. Lange & Söhne in 1994,' said Wei Koh, founder of the watch media brand Revolution, referring to the German brand now owned by the Richemont Group. 'I hope the Swiss companies are looking over the Atlantic and asking themselves what just happened,' said Kristian Haagen, the Danish founder of Timegeeks and author of multiple books on watchmaking. 'There's something really good and refreshing about it, something extremely un-Swiss. The Rosenfields are extremely wealthy, but they also know their watches.' Co-founders Andy & Alex Rosenfield. (Madison McGaw/ Recent revivals of historic dial names suggest the omens are good. In 2015, the billionaire Scheufele family that owns Chopard introduced Ferdinand Berthoud, named after the 18th century watchmaker. The company has won a number of prestigious industry awards with its small-scale watches, including the Aiguille d'Or at the Grand Prix d'Horlogerie de Genève (GPHG) in 2016, widely viewed as the highest honour in fine watchmaking. It was followed the same year by Czapek & Cie, a name from the 19th century. It too has won a GPHG award and grown a client base with its short-batch collections of hand-finished mechanical watches. The luxury watch industry's current travails appeared not to concern Urban Jürgensen's new owners. While many watch businesses have reported declining sales and volumes over the past 18 months, the pain has been at the lower end of the market. 'At the higher price point, it's not that big a problem,' said Voutilainen. Rosenfield acknowledged that the industry was in better health than it is now when his family acquired the brand in 2021. 'The [relaunch] timing was not planned for this moment,' he said. 'But our view was, when the watches are ready, we'll introduce them. And that is now. There will always be a market for things that are beautiful and unique and made to the highest standard. It just has to be something people want.' He added that his family's investment in Urban Jürgensen was long-term. 'Our hope would be to never sell it,' he said. 'We want to pass it down through generations.'

US Close to High-Speed Rail Breakthrough
US Close to High-Speed Rail Breakthrough

Newsweek

time3 hours ago

  • Newsweek

US Close to High-Speed Rail Breakthrough

Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Newsweek AI is in beta. Translations may contain inaccuracies—please refer to the original content. When the great and the good of the American high speed rail industry gathered in Washington, D.C. over May 13-15 for the U.S. High Speed Rail Association's (USHSR) 2025 annual conference, there was tremendous excitement tinged with anxiety. Several attendees told Newsweek they believe the U.S. could be on the verge of a high-speed rail breakthrough, setting the stage for the kind of comprehensive national system enjoyed in the likes of China, Japan and Western Europe. Ray LaHood, a Republican who served as Transportation Secretary under President Obama from 2009 to 2013, said if one of the two high-speed rail lines currently under construction is completed, it will prove "wildly popular" and boost support for high-speed rail across the nation. Other insiders agreed, but argued permitting reform and more explicit federal support will be needed first. There has been concern over the Trump administration's attitude toward high-speed rail. The conference took place one month after Transportation Secretary Sean P. Duffy announced $63.9 million in funding for a proposed Dallas to Houston route had been scrapped, and amid rumors that the California High Speed Rail line under construction between Los Angeles and San Francisco could lose federal support. This week, Duffy said there is "no viable path" to complete California High Speed Rail on time or on budget and warned the federal government could pull billions in funding. State of U.S. High-Speed Rail At present there aren't any high-speed rail networks—defined by the International Union of Railways (UIC) as operating at a minimum of 250 kilometers per hour (155 miles per hour) along specially built tracks—that are operational in the U.S. This compares unfavorably with the likes of Spain, Japan and France, which have around 2,460 miles, 1,830 miles and 1,740 miles of track respectively currently in use. Former Transportation Secretary Ray LaHood predicted the first high-speed rail line in the U.S. will be "wildly popular." Former Transportation Secretary Ray LaHood predicted the first high-speed rail line in the U.S. will be "wildly popular." Photo-illustration by Newsweek/Getty/Canva Most impressively, China, the chief geopolitical rival of the U.S., has gone from having virtually no high-speed rail lines to nearly 30,000 miles over the past couple of decades. Construction is currently underway on two high-speed rail lines in the U.S.—Brightline West, which will connect Las Vegas to Southern California, and California High Speed Rail between Los Angeles and San Francisco. A range of other projects have been proposed around the country, including plans to link Boston, New York and Washington, D.C. in the Northeast; Dallas, Houston and Fort Worth in Texas; and Chicago to East St. Louis in Illinois. Obstacles When asked why the U.S. had failed to build a high-speed network comparable to other advanced economies, industry experts told Newsweek there are major issues with permitting, financing and cross-party political support. California High Speed Rail has sparked particular controversy, with its cost ballooning from $34 billion to over $128 billion, while the completion date has been pushed back. Terry Hynes, an attorney specializing in rail infrastructure projects, argued planning issues in particular have bottled up capital investment. He is currently part of a team investigating how the permitting process could be sped up for USHSR. Addressing Newsweek, he said: "I've been in the business 46 years, making railroads, and I've been frustrated as hell representing the high-speed just takes forever. And there's private money that could be brought in. Wall Street's got a lot of money looking for infrastructure investments. "This is a wonderful infrastructure investment, the trouble is they see those permitting times. Eight years for environmental review, then you build for four years and in year 13 you're finally going to see some money. Nobody's going to invest in that." Former Obama era Transportation Secretary Ray LaHood speaking at the U.S. High Speed Rail Association's 2025 annual conference. Former Obama era Transportation Secretary Ray LaHood speaking at the U.S. High Speed Rail Association's 2025 annual conference. James Bickerton/Newsweek Hynes added: "The biggest issue to my mind is this permitting issue. The review period takes so long, the cost goes up and the more expensive it is for people doing a cost-benefit analysis, the analyses looks less beneficial." Brandon Wheeler, a senior program manager at the North Central Texas Council of Governments, a local government-based voluntary association, said a lack of national leadership has undermined high-speed rail construction across the U.S. Speaking to Newsweek, he said: "We don't have a national single point of leadership on that single point of leadership it really is a little bit hopscotch and we're making the best we can of it. "Until there is, like the interstate highway system, there's a national vision to create and you have a vision around the ability to move military and goods and those kinds of things. Until our airports get bad enough, until our roads get bad enough, until people have this massive outcry and we're able to concentrate them on something, we're going to have to find what that single vision is to rally around or we will fall behind the rest of the world." LaHood agreed, saying: "I think the success of these projects in Europe and Asia is largely due to the national government making investments but then encouraging the private sector. Once the national government makes a commitment, it's easier for the private sector then—they know it's going to be a stable project, they know their investment is going to be good." If You Build It They Will Come In 2023, Brightline, the first privately built rail line in the U.S. to open in nearly a century, began operations between Miami and Orlando in Florida and has since seen passenger numbers surge. While Brightline runs below the high-speed standard, LaHood said it showed Americans are ready to embrace new rail networks, and argued one successful project in the U.S. could turbocharge the whole industry. "If you look at the Brightline project in is wildly popular," he said. "They're putting more and more trains on that track every day because people like the idea that they don't have to get on the I95 and they don't have to travel on highways that are crowded with big trucks and cars... The U.S. High Speed Rail Association's 2025 annual conference in Washington, D.C. The U.S. High Speed Rail Association's 2025 annual conference in Washington, D.C. James Bickerton/Newsweek "If you build it they will come, if you build it it will be successful and I think that will be the case with Brightline West, Las Vegas to L.A., and I think it will be true San Francisco to L.A. I think they will be wildly popular. I really believe at this point if you build it they will come and the proof of that is Europe and Asia—their trains are wildly popular." Speaking to Newsweek, Portland Mayor Keith Wilson, who is advocating for a "Cascadia" high-speed rail line linking the city to Seattle in Washington and Vancouver in British Columbia, said: "Our system continues to be compacted and stagnant. "The great cities from around the world are all tending to go towards high-speed rail and we need an opportunity to unlock our economic renaissance, which is what's missing in our country right now, and high-speed rail would move us forward and get us completing again with the world." Trust Fund A number of industry insiders told Newsweek the formation of a federal government trust fund could provide the financial muscle for a major U.S. high-speed rail expansion. Asked what one development would most speed up U.S. high-speed rail, Jim Derwinski, executive director of Chicago rail system Metra, replied: "A trust fund so it's national, it's bipartisan so it doesn't change from administration to administration and it can be supported through the states as a national effort. "If you're going to build something, to compare it to Europe and Asia right now, it's got to have a national campaign right now." Arthur Sohikian is executive director of High Desert Corridor, a proposed high-speed rail line that would link Brightline West to the California High Speed Rail line. He expressed a similar view to Derwinski, telling Newsweek: "We have to energize the public to make that been trying to get a trust fund for rail since I started my career, it seems. "For whatever reason why the politicians won't grab onto that and won't do that, especially when you realize the Highway Trust Fund keeps diminishing as cars get more efficient, we're paying less in gas taxes, that fund is have to invest in this infrastructure as a nation, and until that happens, seriously, we're all going to be trying to do our little pieces." The U.S. High Speed Rail Association paid travel and hotel expenses for Newsweek reporter James Bickerton to attend its 2025 annual conference.

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into the world of global news and events? Download our app today from your preferred app store and start exploring.
app-storeplay-store