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There are two ways to look at Chelsea not signing a front-of-shirt sponsorship deal before the start of the season. You could view it as a failure, with companies not wanting to fork out £45million-plus for the privilege of being in prime position on their kits following a disappointing Premier League campaign in 2023-24, buoyed by the narrative that the club’s owners, Clearlake Capital and Todd Boehly , don’t know what they are doing. Advertisement The alternate view, echoed within their home stadium Stamford Bridge, is that Chelsea rolled the dice and gambled on their sporting performance improving, therefore rendering it foolish to enter a long-term deal with a potential partner in the summer when the front-of-shirt value could be sold for a much bigger fee just a few months later. In this case, both can be true, yet it’s evident no company was willing to pay what Chelsea were asking for, otherwise the players would be sporting some brand’s logo on their chests already. One opportunistic company even shared a press release at the beginning of November, announcing the ‘exclusive news’ it had secured a deal to become Chelsea’s new front-of-shirt partner for the rest of the season. When challenged on the fact this simply wasn’t true, the firm, which will remain nameless, thought it would still be a good story for media outlets to run. The club hierarchy’s choice to hold their nerve, to not just accept a low-ball figure for the sake of it, could be about to pay off — and it is a bet not many others in the game would have been willing to make. New head coach Enzo Maresca has been a transformative appointment , guiding Chelsea to third in the league. There is a good feeling around Chelsea and the potential of their young squad. This has led to renewed interest from potential partners when it comes to Chelsea selling their front-of-shirt sponsorship, meaning they have orchestrated something resembling a beauty contest to drive up the price. Chelsea sources, speaking on the condition of anonymity to protect relationships, have indicated to The Athletic that the process is nearing its end — their shirts will have a sponsor before the season ends. Leading the negotiations for securing a lucrative deal are Jason Gannon, the club’s president and chief operating officer, Todd Kline, their new president of commercial, and Casper Stylsvig, their chief revenue officer. Chelsea’s starting point for this deal has always been at the Champions League level. Their domestic rivals competing in Europe’s elite club competition are the benchmark, and they didn’t want to accept an offer that would look cheap, despite playing in UEFA’s third-tier Conference League. The view from the other side of the negotiation table, however, was one that essentially asked, ‘Why would we give you Champions League money when you aren’t even in that competition?’. There was also a fair sense of concern about how this season would play out, given the change from Mauricio Pochettino to Maresca in the dugout. Advertisement Manchester United , the outlier in this scenario due to years of underperforming on the pitch, recently extended their deal with technology firm Snapdragon , which sees them earn $75million (£59.8m at the current exchange rate) per year for their front-of-shirt asset. In July 2022, Liverpool extended their deal with bank Standard Chartered to the end of 2026-27, with The Athletic being told it constituted a significant uplift on the previous £40million-a-year contract. Arsenal ’s Emirates airlines deal — which was renewed at the start of last season, meaning it will have lasted for 22 years when the latest extension ends in 2028 — is reportedly worth £50m a year. Chelsea are seeking around £60million a year, which they believe is the going rate for the Premier League ’s elite clubs, especially those competing at the top end of the table. The Athletic’s special report into Manchester City ’s sponsors in 2022 detailed that they receive more than £67.5million a year from Etihad Airways, from the United Arab Emirates home of its owners, for sponsorship including matchday shirtfronts. At the beginning of last season, again having failed to secure a front-of-shirt sponsorship, Chelsea signed a short-term deal for 2023-24 with Infinite Athlete, a biomechanics engineering company, which was worth over £40million to the club. “Somewhere between £45million and £55m a year would probably be your typical Champions League high-ranking Premier League club’s value,” explains Professor Rob Wilson, from the University Campus of Football Business. “In the context of this conversation, hindsight is our friend, so if it was a strategy in the summer, then you have to give Chelsea a pat on the back. But I can’t see it. I just think they simply weren’t able to sign a sponsor that was prepared to spend £40million a year, so they have sat on it looking for what they might find. “They are now at the top end of the league and that makes them a more interesting proposition.” Short-term and long-term sponsorship deals remain a possibility. One sticking point in negotiations with potential partners is that Chelsea are not looking to sign with anyone for five years, preferring shorter contracts. They don’t want to be stuck in a five-year deal if, as predicted, there is a sponsorship boom in football linked to the 2026 men’s World Cup , which is being jointly hosted by the United States, Canada and Mexico. Advertisement “The power of the American investor is coming into play,” explains Richard Busby, chief executive of BDS Sponsorship — one of Europe’s most prominent consultancies in the field. “The World Cup in 2026 and its impact in America is crucial to what happens to shirt-sponsorship prices. “If it starts to really get big viewership in America — the Premier League is still relatively small in America when it comes to viewership — then, clearly, there is a lot more money potentially available.” This is a view also shared by senior figures at Chelsea. The club have been in discussions with several potential partners, including airlines and tech companies. The Middle East and the United States are generally viewed as where most of the sponsorship money is coming from, although Asia has also been touted as an emerging market. Chelsea, naturally, see themselves as an attractive proposition. Being located in London is a significant part of that thinking, along with an improved sporting performance and brand identity, having won the Champions League twice in the past 12 years. What shouldn’t be overlooked, however, is that Chelsea have lost ground on their rivals by not having a front-of-shirt sponsor in place sooner. Wilson says: “Chelsea should be worth somewhere between £35million and £40m a year. They’re obviously asking for a bit more than that to benchmark themselves against Liverpool, Manchester United and Manchester City, but it’s more the opportunity cost of the lost revenue. “When you think about PSR (the Premier League’s profit and sustainability rules) headroom, they are going to be extraordinarily tight. What they’ve done over the last couple of years is they’ve sold the hotel (at Stamford Bridge), they’ve sold the stake in the women’s team, and that is all geared up around their PSR compliance calculation. “So, when you effectively aren’t able to weigh in an additional £40million worth of shirt sponsorship, that’s quite a sizeable amount of value against that calculation, hence why they’ve had to take those drastic steps to sell those assets.” Advertisement While Chelsea have gone through the first five months of the season with no front-of-shirt sponsor, they do have a longer campaign ahead than most. Yes, these months have gone, but 2024-25 could extend into July for them due to their involvement in the first revamped and greatly expanded Club World Cup . The recently announced free-to-air DAZN broadcast deal for that U.S.-hosted tournament means any front-of-shirt sponsor that eventually does a deal with Chelsea is going to have more eyeballs on it from a global perspective — even if nobody knows how many people are actually going to tune in to watch the competition. This means Chelsea can still appease companies feeling somewhat uneasy about committing to a deal in the second half of the season. But with Chelsea still to play in the FA Cup (they are at home to fourth-division strugglers Morecambe in round three next month) and through to the round of 16 in the Conference League in March, there are still plenty of fixtures to take place. Busby says he would be “very surprised” if Chelsea could do a deal for such a significant fee in “less than nine months”, also noting January is “budget month” for many corporations, meaning that is the time they are sitting down to work out where money could be spent. There is also the theory that anything spent on a shirt sponsorship has to be matched by the paying company to market it. “For every pound spent on a sponsorship fee, theoretically, you should be spending the same in terms of making the activation work,” Busby says. “When Coca-Cola sponsor the Olympics , they are spending eight times as much on getting it activated as they do on the sponsorship fee. “Now, you don’t need to spend eight times as much (in Chelsea’s situation), but you still need to spend a lot of money on a global sponsorship beyond the figure everyone sees reported.” Advertisement From the perspective of the Premier League’s PSR, which state clubs are allowed adjusted losses of £105million over a rolling three-year period, not having a front-of-shirt sponsor in place is far from ideal. Chelsea are yet to publish their financial results for the year ending June 30, 2024, with those expected to land at Companies House in the early part of 2025, but they reported operating losses of £121.4million (2021-22) and £90.1m (2022-23) in the previous sets of accounts. The sale of two hotels to a sister company for £76.5m in 2023 helped ensure they remained on the right side of the Premier League guidelines, and the sense coming from the club is that even without a front-of-shirt sponsor being secured, they are going to be fine going forward. Wilson, however, disagrees. “They will breach this year unless they can bring in some additional revenue from an alternate source,” he says. “The only thing they have left to sell is their shirt sponsorship. “Because of the hotel sale, combined with their transfer activity in the summer, they are going to be right on the limit for the year ending 2024. They will have a black hole in their 2024-25 accounts, unless they sell the shirt sponsorship, or they have a positive net transfer spend next summer. But they have to do that before June 30, because they will need the transfer receipts before the PSR year ends.” Chelsea sources said to The Athletic they were confident there is no risk whatsoever of them breaching PSR for this season. Chelsea are confident a front-of-shirt partnership will be finalised sooner rather than later, but, until then, the only Premier League side among the 20 without a partner’s logo on the chests of their matchday jersey will continue to be an outlier. Whether or not Chelsea can generate their ideal fee remains to be seen, yet their decision to roll the dice and say no to taking a lower-valued deal was a bold and, in hindsight, brave move. If the predictions about a potential sponsorship boom for Premier League clubs on the back of a successful 2026 World Cup prove true, then Chelsea, whose youthful squad will be a couple of years more experienced collectively and should be both regulars in the Champions League and competing for trophies once again, could be one of the first in line to cash in. Advertisement United are tied up with Snapdragon until 2029, Emirates will sponsor Arsenal until at least 2028 and Liverpool’s relationship with Standard Chartered runs to 2027. This means Chelsea could be the biggest Premier League club without a front-of-shirt sponsor, which is likely going to drive up interest due to the limited inventory. If Chelsea’s season tails off, and playing in the Champions League again once more becomes a faraway dream, then they could find themselves back at square one. But when you roll the dice, especially in football, that’s the risk you take — and Chelsea made that move with their eyes wide open. (Top photo: Ryan Pierse/Getty Images)kg7777 。

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Through the years, delivery trucks have had to manage the impact of e-commerce and global supply chains to the sheer quantity of their workload, as well as widened delivery maps in increasingly congested environments. In recent times, we've mentioned several ways that delivery giants have been experimenting with improving their fleets, especially when it comes to technology. In 2020, we reported on Amazon's early steps into reducing their delivery fleet's emissions with electric vehicles through its partnerships with Mercedes-Benz and Rivian. A year later, FedEx started experimenting with autonomous truck delivery in 2021. Earlier this year, USPS added big upgrades to its trucks , including better sensors, camera systems, and improved interiors. However, one common problem that delivery trucks often encounter is the struggle of maintaining interior temperature. Unlike other vehicles, delivery trucks experience the constant opening and closing of doors. Because of this, they can struggle to maintain a comfortable temperature for the driver, as well as any sensitive packaging in the cargo. Thankfully, someone has figured out a genius (and simple solution) to this problem — the spinning thing on top of it. Referred to as a Flettner ventilator, it is designed to help keep a delivery truck cool by encouraging airflow. According to Flettner, one of its customers has even shared that its ventilators were able to successfully lower the internal temperature in its van up to 15 degrees Fahrenheit. So, how does it do this exactly? Designed to move quietly and without needing to be charged, the Flettner Ventilator works by circulating air in the vehicle using its movement, as well as the force of the wind. To do this, its circulating fan is moved by air that passes through its air scoop while the vehicle is in motion. At the same time, stale air from inside the vehicle is pulled out as well. While it lets air flow freely, it's designed not to let things like rain and dust get into the van's precious cargo. Flettner lists several ventilator models up for sale on its website. If you're wondering what Flettner Ventilator was spinning on the passing delivery truck, its size itself can be your biggest clue. For example, the Flettner 2000 Ventilator was designed to fit up to medium-sized vans, while the Flettner TCX-2 Ventilator was made for larger vans. With over 80 years of history, Flettner has proven its commitment to producing quality products, so much so that each ventilator has a lifetime warranty. However, there are other alternative brands that utilize similar features as well. In the future, we're probably going to see more parcel delivery via other methods, like drones. Just last year, we've mentioned how Amazon had already attempted to launch its prescription drone delivery service through its Prime Air service. But for now, delivery trucks and these little spinning things seem like they're here to stay. Apart from the standard ventilators for vehicles, Flettner even produces floor vents which help improve ventilation further by producing a vertical draft without the risk of introducing particles into the car. Plus, it also offers building ventilator options for things like waste gas extraction. Interestingly, delivery trucks aren't the only vehicles that use a Flettner rotor. Developed in the 1920s, it was designed by German inventor, Anton Flettner, for use on both ships and planes. On ships, the Flettner rotors were cylindrical sails used to generate propulsion using wind. According to the International Maritime Organization (IMO), ship rotors can generate up to 160W at 250 revolutions per minute (rpm). A few years later, Anton Flettner also began producing ventilators designed for light aircraft out of Sweden. That said, delivery services aren't the only ones that can benefit from adding one to their everyday ride. In fact, many people living the van life, travel with trailers, or who transport animals have opted to add them for improved ventilation as well. If you ever get the urge, they are typically easy to install and have adapters for vehicles lined with materials like plywood. However, it's important to note that improving ventilation may not exactly solve your problem if your car's air conditioner is blowing warm . In some cases, you may need to get it professionally checked for possible issues with its different components or is running low on refrigerant.AP News Summary at 6:59 p.m. EST

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Shares of Rover Group, Inc. ( OTCMKTS:NEBCU – Get Free Report ) rose 6.1% during mid-day trading on Friday . The stock traded as high as $11.00 and last traded at $11.00. Approximately 2,900 shares traded hands during trading, a decline of 98% from the average daily volume of 118,677 shares. The stock had previously closed at $10.37. Rover Group Price Performance The stock has a 50-day simple moving average of $11.00 and a 200-day simple moving average of $11.00. About Rover Group ( Get Free Report ) Nebula Caravel Acquisition Corp. does not have significant operations. It intends to effect a merger, share exchange, asset acquisition, share purchase, reorganization, or related business combination with one or more businesses or entities. The company was incorporated in 2020 and is based in San Francisco, California. Read More Receive News & Ratings for Rover Group Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for Rover Group and related companies with MarketBeat.com's FREE daily email newsletter .Critics questioned Suarez's commitment and ability, overlooking the challenges he faced with injuries and adaptation. The narrative surrounding his time at Arsenal shifted from one of promise and potential to one of disappointment and failure, unfairly placing the blame on Suarez for circumstances beyond his control.

he have hit a new low, securing their first losing season since took over as head coach in 2020. Sunday's humiliating 41-7 defeat to the cemented their fate, with a current record that guarantees they'll finish below .500. For a franchise with sky-high expectations, this collapse has left fans and players alike in utter disbelief. "Nobody plans to lose," said quarterback after the game. "Nobody plans to have a losing season. You expect playoffs every year. You expect to win this division. It sucks. It's frustrating." disappointment reflects the sentiment across the locker room. , however, chose a more pragmatic approach, focusing on finishing strong despite the team's struggles. "I'm here to finish the race," he said, referring to the season-ending matchup against the What went wrong? injuries, declining performance, and lost momentum The ' downfall has been nothing short of dramatic. After three consecutive seasons finishing 12-5 with top-five rankings on both offense and defense, has taken a significant step back. This year, the team's offense has plummeted from averaging 29.5 points per game to just 20.7, while the defense has fallen to 30th in the league, allowing a staggering 27.8 points per game. Injuries have played a critical role in this decline. Key players like , , and have all spent time on injured reserve. Even defensive standout missed several games, further crippling the team's chances. The end of a championship window? For a team that entered the season with hopes of playoff redemption after another postseason loss in 2023, the ' inability to recover has sparked questions about their future. Eliminated from playoff contention last weekend, is now staring down its worst season in four years. With one game remaining, focus is on salvaging pride, but the disappointment is palpable. "We expected so much more," said . "This is not who we are." The face a long offseason of hard questions and tough decisions. Whether they can rebound from this nightmare season will depend on addressing glaring weaknesses, regaining health, and finding the spark that once made them contenders. For now, though, fans can only wonder how it all went so wrong so fast.In conclusion, the era of consecutive investments in Timeplus Semiconductor and Hangxin Technology by major funds like the "Patient Capital Fund" underscores the profound impact of patient and strategic investing in the semiconductor industry. By backing innovative companies with disruptive technologies and long-term potential, these funds are not only shaping the future of the semiconductor industry but also redefining the role of investors as partners in innovation and growth.One of the key features of the DJI Flip is its innovative design. The drone is equipped with foldable arms and propellers, allowing it to be folded down to a compact size that easily fits in a backpack or even a pocket. Despite its small size, the DJI Flip is packed with advanced technology, including a high-quality camera with 4K resolution and stabilization capabilities for smooth and professional-looking footage.