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Three protestors in Boston protesting a proposed pipeline project. This is the third article in a series delving into the contentious topic of carbon capture and storage at point-source emitters like power plants and industrial facilities. My first article discussed the three technologies used in CCS, and my second examined their strengths and weaknesses. This article is about a dirty little secret habitually glossed over by CCS supporters: there simply aren’t many places to store captured carbon dioxide. A small coal-fired power plant with a 100 MW capacity running at 80% utilization would generate nearly 700,000 metric tons of carbon dioxide in a year. Triple that figure for a medium-sized coal-fired plant and multiply by ten for a large plant. You might be considering 700,000 metric tons in a theoretical sense, so I’ll state it in visceral terms. That weight in steel stacked in a city block would stand fifteen stories high. That weight in corn would completely fill a professional sports stadium. Finding sufficient space in which to store that much of anything is not easy and requires non-trivial engineering. iOS 18.1.1—Update Now Warning Issued To All iPhone Users Leak Reveals Trump Crypto Bombshell As Bitcoin Suddenly Surges Toward $100,000 Price Matt Gaetz Controversy Explained: Sexual Misconduct Allegations Sink Trump’s Attorney General Nominee Capturing carbon is only one-third of the CCS battle Geologists would suggest that there are plenty of geological formations that could store an enormous amount of carbon dioxide. Indeed, carbon storage capacity is a good news-bad news story. The good news is that the U.S. is the world leader in carbon dioxide storage capacity. The bad news comes in two parts. First, there is hardly any operational storage capacity outside the U.S., as indicated by the dark green sections in the graph below. Storage facilities are in early stages of planning and construction, but at nowhere near the required scale. Capture (orange) and storage capacity (blue / green columns) globally. The second bit of bad news is that even in the U.S., where storage capacity is often related to enhanced oil recovery—extracting oil from tight reservoirs by injecting pressurized CO 2 —facilities emitting carbon dioxide aren’t situated near suitable underground storage sites. Since many emission sources are far from viable storage sites, transporting captured carbon dioxide represents a daunting engineering and political obstacle. Post-CCS transportation of CO2 represents a huge political and engineering challenge Interstate pipelines must be approved by several federal regulatory agencies and are subject to further regulation if traversing or bordering on environmentally protected areas. State regulators must also approve such plans, and the pipeline company must jump through various municipal hoops pertaining to taxes, zoning, and land use. The pipeline company must finally secure contiguous property for the entire pipeline route through easements or the arduous legal process of eminent domain. Once the property has been purchased, the pipeline constructed, and the regulatory hurdles cleared, operating a carbon dioxide pipeline can be fraught with peril, as the residents of Sartartia, Mississippi—a town situated near a CO2 pipeline that burst in 2020—know too well. Considering the difficulties in planning, permitting, and operating a CO 2 pipeline, it would be reasonable to ask how long it would take to build out the infrastructure necessary to transport carbon dioxide, and how much of it already exists. There are only just over 5,000 miles of pipelines permitted to transport carbon dioxide, only 1.25% of the 400,000 miles of natural gas pipelines in the U.S. The natural gas pipeline system has taken ~100 years to build, suggesting a long road lies ahead for the buildout of CO2 pipelines. (Make sure to check out my recent article about two U.S. start-ups that are generating electricity from natural gas pipelines without burning any gas!) You might expect that natural gas pipelines could be repurposed to transport carbon dioxide, but these pipelines must undergo significant renovations—including replacement with pipes constructed of thicker, specialized steel—to be certified to carry CO 2 . Building out new pipelines is expensive. The 2,000-mile Midwest Carbon Express pipeline was estimated to cost $3.5 billion, or $1.75 million per mile. Spending this much money might make sense for a coal-fired power plant generating 700,000 metric tons of CO 2 which can be sold to an oil major that needs the pressurized gas for EOR. However, will the owner of a small manufacturing facility generating a fraction as much CO 2 pony up $1.75 million per mile to transport their emissions? CCS infrastructure is being built out The situation is not as bleak as I have painted it. Several large oil and gas companies are building billions of tons of CO 2 capacity in the Texas/Louisiana Gulf Coast industrial corridor region, an area responsible for about half the refining capacity in the U.S. and a major center for chemical production as well. For example, the Occidental Petroleum subsidiary 1PointFive is developing the Bluebonnet Hub ; Chevron, Total, and Equinor are building the nearby Bayou Bend CCS facility, and ExxonMobil is building a facility to store CO 2 from Linde’s blue hydrogen production center. These storage facilities will store many billions of tons of CO 2 underground. This incremental progress is great, but facilities less accessible to storage hubs will find it difficult to transport carbon dioxide if they invest in equipment to capture it. Smaller emitters are out of luck due to the expense of pipeline construction unless they are situated very close to accessible pipelines. I have been speaking with a few interesting companies with viable solutions to the CCS quandary described in this series. One start-up, Neustark , a young Swiss firm has developed a great solution for storing captured carbon dioxide without burying it underground. Neustark’s solution works especially well for smaller emitters that have no way to use lower-emission technologies in their processes. Follow my work here to learn more about Neustark’s solution to the biggest deal killer for CCS. Intelligent investors take note.‘The smiling one’ Ruben Amorim says he can be ruthless when he needs to bejili cc pg slot 。

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Carlos Santana, who won the first Gold Glove of his 15-year major league career with the Twins last season, signed a contract with the Cleveland Guardians for next season. The 38-year-old first baseman will be on a one-year, $12 million deal to return to the team for which he has been an All-Star. Santana hit 23 home runs in 150 games for the Twins, 146 of them at first base. He had four errors in 1,094 total chances and led MLB first basemen in fielding run value and outs above average. The Guardians traded their first baseman, Josh Naylor, to Arizona on Saturday after trading Gold Glove second baseman Andres Gimenez to Toronto earlier in the offseason. The 27-year-old Naylor, who hit 31 home runs and drove in 108 runs, will be a free agent following the 2025 season. Santana broke into the majors with Cleveland in 2010 and played 10 seasons there . He made $5.25 million with the Twins last season, signing as a free agent before the season. The Guardians were 92-69 won the American League Central title with a payroll of $105 million. The Twins were 82-80 with a payroll of $129 million .Mullen Automotive, Inc. ( NASDAQ:MULN – Get Free Report ) Director Ignacio Novoa sold 6 shares of the stock in a transaction that occurred on Friday, October 13th. The stock was sold at an average price of $4,058.00, for a total value of $24,348.00. Following the completion of the sale, the director now directly owns 1 shares of the company’s stock, valued at approximately $4,058. This trade represents a 85.71 % decrease in their ownership of the stock. The sale was disclosed in a legal filing with the Securities & Exchange Commission, which is available at this link . Mullen Automotive Trading Down 9.4 % Shares of Mullen Automotive stock opened at $0.96 on Friday. The stock has a fifty day simple moving average of $2.15 and a 200 day simple moving average of $64.19. Mullen Automotive, Inc. has a 12-month low of $0.89 and a 12-month high of $1,799.00. Institutional Trading of Mullen Automotive An institutional investor recently bought a new position in Mullen Automotive stock. Virtu Financial LLC purchased a new position in shares of Mullen Automotive, Inc. ( NASDAQ:MULN – Free Report ) during the 3rd quarter, according to its most recent 13F filing with the Securities and Exchange Commission (SEC). The fund purchased 18,728 shares of the company’s stock, valued at approximately $59,000. Virtu Financial LLC owned about 0.34% of Mullen Automotive as of its most recent filing with the Securities and Exchange Commission (SEC). Institutional investors own 11.71% of the company’s stock. About Mullen Automotive Mullen Automotive, Inc, an electric vehicle company, manufactures, sells, and distributes electric vehicles. Its products include passenger electric vehicles and commercial vehicles; and provides solid-state polymer battery technology. The company is headquartered in Brea, California. Recommended Stories Receive News & Ratings for Mullen Automotive Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for Mullen Automotive and related companies with MarketBeat.com's FREE daily email newsletter .PARADISE ISLAND, Bahamas (AP) — Kailyn Gilbert scooped in a layup with 1.6 seconds remaining and then stole the ball on the last play of the game to give No. 7 LSU a 68-67 win over Washington in the Baha Mar Hoops Pink Flamingo Championship first round on Monday. Flau’Jae Johnson had to save the ball from going into the backcourt during a scramble that ended in Gilbert's go-ahead basket. Gilbert corralled the loose ball over a diving Washington player, sliced through the defense and tossed up a shot that hung on the back of the rim before falling through. Gilbert's ensuing steal sealed it. Aneesah Morrow had her 80th career double-double with 19 points and 13 rebounds to lead the Tigers (7-0). Johnson also had 19 points and Sa'Myah Smith added 16 with a career-high 15 rebounds. Sayvia Sellers had a career-high 24 points for the Huskies (6-2). Ellie Ladine had 14 points and nine rebounds. Washington, 16-15 last year, 6-12 in its final Pac-12 season, showed a lot of grit. LSU also showed a lot of grit in pulling out a win despite shooting a season-low 33%, going 3 of 19 from 3-point range. Sellers hit a tough step-back 3-pointer to bump the Washington lead to 62-57 with 4:31 to play and 18 seconds later she fouled out. The Husky reserves played 27 minutes and didn't score. LSU was 15 of 21 from the foul line as two Husky starters had four fouls in addition to Sellers fouling out. Washington shot 7 of 10 from the line. The Tigers also had 26 second-chance points off of 27 offensive rebounds. LSU plays N.C. State or Southern on Wednesday in the tournament's championship game. Washington will play before that game against the loser of N.C. State-Southern. Get poll alerts and updates on the AP Top 25 throughout the season. Sign up here. AP women’s college basketball: https://apnews.com/hub/ap-top-25-womens-college-basketball-poll and https://apnews.com/hub/womens-college-basketballTecogen Inc. (OTCMKTS:TGEN) Short Interest Update

Global Scanner Software Market Size, Share and Forecast By Key Players-Intsig, Kdan Mobile Software, ABBYY, PaperSave, Orpalis 11-25-2024 07:10 PM CET | Advertising, Media Consulting, Marketing Research Press release from: Market Research Intellect Scanner Software Market USA, New Jersey- According to the Market Research Intellect, the global Scanner Software market is projected to grow at a robust compound annual growth rate (CAGR) of 11.52% from 2024 to 2031. Starting with a valuation of 11.09 Billion in 2024, the market is expected to reach approximately 21.33 Billion by 2031, driven by factors such as Scanner Software and Scanner Software. This significant growth underscores the expanding demand for Scanner Software across various sectors. The scanner software market is witnessing substantial growth due to the increasing demand for digitalization across various industries. Businesses and individuals are progressively adopting scanner software to streamline document management, enhance data accuracy, and improve operational efficiency. The rising use of advanced technologies, such as optical character recognition (OCR) and artificial intelligence, is enhancing the functionality and speed of scanner software, making it a vital tool in sectors like healthcare, education, and finance. Additionally, the surge in remote work culture has amplified the need for efficient digital scanning solutions to facilitate paperless workflows. Emerging markets are also contributing to the growth as small and medium enterprises (SMEs) increasingly embrace affordable scanning solutions. This trend is supported by continuous software innovations and the integration of cloud-based storage, ensuring a robust expansion trajectory for the market. The scanner software market dynamics are shaped by technological advancements, growing digitization needs, and the shift toward paperless operations. Key drivers include the adoption of OCR and AI-powered features, which enhance user experience by automating data extraction and improving scanning precision. Increased focus on compliance with data security regulations also encourages organizations to adopt reliable scanning solutions. However, challenges such as high initial costs and compatibility issues with legacy systems may hinder market adoption. Opportunities arise from the integration of scanner software with cloud platforms, enabling secure and scalable storage options. Additionally, the rising trend of hybrid work models and the need for seamless document sharing are expected to further propel market demand, solidifying its importance in modern business ecosystems. Request PDF Sample Copy of Report: (Including Full TOC, List of Tables & Figures, Chart) @ https://www.marketresearchintellect.com/download-sample/?rid=1985810&utm_source=OpenPr&utm_medium=049 Key Drivers: The growth of the Scanner Software market is driven by several key factors. Technological advancements in Scanner Software have enabled greater efficiency and enhanced capabilities, spurring adoption across industries. Additionally, the rising demand for sustainable and eco-friendly solutions is pushing companies to innovate and adopt greener practices. Expanding applications in sectors like Scanner Software and Scanner Software are further contributing to market demand, as these industries seek advanced solutions to streamline operations and enhance product quality. Favorable government policies and incentives in regions such as North America, Europe, and Asia-Pacific support investment and growth. Moreover, an increasing focus on Scanner Software for improving operational efficiency and cost-effectiveness is encouraging businesses to embrace new technologies, fostering sustained market expansion. Mergers and Acquisitions Mergers and acquisitions (M&A) play a pivotal role in the Scanner Software market, as companies look to expand their capabilities, access new technologies, and strengthen market presence. Leading players engage in strategic acquisitions to consolidate their position and gain a competitive edge. These transactions often facilitate the integration of advanced Scanner Software solutions, helping firms broaden their product portfolios and meet growing customer demands. Additionally, M&A activities support companies in achieving economies of scale and penetrating new regional markets, particularly in high-growth areas like Asia-Pacific. Through such strategic alliances, businesses aim to accelerate innovation, enhance operational efficiency, and address evolving market challenges, ultimately driving the overall growth of the Scanner Software market. Get a Discount On The Purchase Of This Report @ https://www.marketresearchintellect.com/ask-for-discount/?rid=1985810&utm_source=OpenPr&utm_medium=049 The following Key Segments Are Covered in Our Report By Type On-premise Cloud-based By Application OEM Aftermarket Major companies in Scanner Software Market are: Intsig, Kdan Mobile Software, ABBYY, PaperSave, Orpalis, CumulusPro, Capture Components, Thomson Reuters, Doo, ChronoScan Capture, ADEC Preview, HelpSystems, Ambir Technology, Docufree, WCL Solution, Asta Systems Global Scanner Software Market -Regional Analysis North America: North America is expected to hold a significant share of the Scanner Software market due to advanced technological infrastructure and the presence of major market players. High demand across sectors like Scanner Software and Scanner Software is driving growth, with the U.S. being a key contributor. Additionally, ongoing investments in R&D and innovation reinforce the region's strong market position. Europe: Europe is projected to experience steady growth, driven by stringent regulatory standards and a rising focus on sustainability in Scanner Software practices. Countries like Germany, France, and the UK are leading due to their advanced industrial base and supportive government policies. The demand for eco-friendly and efficient Scanner Software solutions is expected to continue fostering market expansion. Asia-Pacific: Asia-Pacific is anticipated to be the fastest-growing region, fueled by rapid industrialization and urbanization. Countries such as China, India, and Japan are driving demand due to expanding consumer bases and increasing investments in infrastructure. The region's robust manufacturing sector and favorable economic policies further enhance growth opportunities in the Scanner Software market. Latin America: Latin America and the Middle East & Africa are expected to show moderate growth in the Scanner Software market. In Latin America, growth is supported by rising industrial activities in countries like Brazil and Mexico. Meanwhile, in the Middle East & Africa, infrastructure development and an increasing focus on innovation in sectors like Scanner Software are key drivers of market expansion. Middle East and Africa: The Middle East and Africa represent emerging markets in the global Scanner Software market, with countries like UAE, Saudi Arabia, South Africa, and Nigeria showing promising growth potential. Economic diversification efforts, urbanization, and a young population are driving demand for Scanner Software products and services in the region. Frequently Asked Questions (FAQ) 1. What is the current size of the Scanner Software market? Answer: The Scanner Software market was valued at approximately 11.09 Billion in 2024, with projections suggesting it will reach 21.33 Billion by 2031, growing at a CAGR of 11.52%. 2. What factors are driving the growth of the Scanner Software market? Answer: The market's expansion is attributed to several factors, including increased demand for Scanner Software, advancements in Scanner Software technology, and the adoption of Scanner Software across various sectors. 3. Which regions are expected to dominate the Scanner Software market? Answer: Regions such as North America, Europe, and Asia-Pacific are anticipated to lead due to the presence of major industry players and growing investments in Scanner Software. 4. Who are the key players in the Scanner Software market? Answer: Prominent companies in the Scanner Software market include Scanner Software, Scanner Software, and Scanner Software, each contributing to market growth through innovations and strategic partnerships. 5. What challenges does the Scanner Software market face? Answer: The market faces challenges such as Scanner Software, regulatory compliance, and competition from alternative solutions. However, ongoing advancements aim to address these issues. 6. What are the future trends in the Scanner Software market? Emerging trends include the integration of Scanner Software technology, sustainability practices, and digital transformation in processes, all expected to shape the market's future. 7. How can businesses benefit from the Scanner Software market? Answer: Businesses can leverage growth opportunities in the Scanner Software market by adopting new solutions, enhancing operational efficiency, and expanding their offerings to meet evolving consumer demands. 8. Why invest in a Scanner Software market report from MRI? Answer: MRI's report provides in-depth analysis, future projections, and key insights to support strategic decision-making, enabling businesses to stay competitive and capitalize on growth trends in the Scanner Software market. 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With bowl drought quenched, Matt Rhule eager to see Nebraska football set new 'standard'Top war-crimes court issues arrest warrants for Netanyahu and others in Israel-Hamas fightingDriving a feed truck on a farm means steering a 60,000-pound vehicle inches away from a concrete feed trough that would wreck the truck. While augers are shoveling food out of the truck to the hungry cattle below, drivers have to drive perfectly straight. “It’s just one of the most demanding jobs in one of the worst environments out there,” said Jacob Hansen, the CEO of ALA Engineering. “And so food truck drivers, specifically, do not stick around very long.” Jacob Hansen, CEO of ALA Engineering, explains how the company’s automated feed truck works during the Nebraska Ag Expo on Dec. 12 at Sandhills Global Event Center. ALA Engineering, a startup based in Scottsbluff that also has an office at Nebraska Innovation Campus, hopes to change the livestock industry with driverless technology. The company showed off its concept for a driverless feed truck at the Nebraska Ag Expo in Lincoln earlier this month. Hansen said the truck could help farmers deal with labor shortages and food costs. The ALA Navigator is still being developed, but the company brought its technology attached to a normal feed truck to the Ag Expo. ALA Engineering’s driverless feed truck aims to help farmers who have to drive large trucks with precision to feed cattle. Once the truck is on the market, it would drive a predetermined route with lane limits. The truck will also have sensors in order to see any obstacles on the road ahead while it is dumping feed. Hansen, who studied software engineering at the University of Nebraska-Lincoln, said the predetermined routes that will be used by the truck means that autonomous vehicles in agricultural settings are safer than a driverless car in city traffic. “When larger robotaxi companies and stuff make big public mistakes, it shines negatively on the autonomy industry as a whole,” Hansen said. “And it’s worth knowing that agricultural and industrial and off-highway autonomy is a lot different than kind of urban autonomy, especially when it comes to safety.” Although the company’s trucks may be less likely to crash, there are still big stakes. “If you plant a week late it’s a big deal,” Hansen said. “If you don’t feed cattle for a week, it’s the end of the world.” The engineering company is building multiple different sensors into the truck so that it can operate day after day in whatever weather conditions a state like Nebraska might throw at it. The backup sensors even have backups. Asher Khor, the senior embedded engineer for the company and a UNL graduate, said the truck can be accurate within less than an inch. Asher Khor (left), the senior embedded engineer for ALA Engineering, shows off the company’s automated feed truck at the Nebraska Ag Expo on Dec. 12 at Sandhills Global Event Center. Journal Star file photo “If you’re a few inches off, you will hit the bunk,” Khor said. “They’re major vehicles and so we need really, really precise accuracy of the vehicle.” The truck is meant to solve problems like inaccuracies in food distribution and crashes. Hansen also said the agriculture industry as a whole has experienced labor shortages. The average farmer was unable to hire 21% of the workforce they would have hired under normal circumstances, according to a 2022 National Council of Agricultural Employers survey. The vehicle is set to go into production in 2026, Hansen said. Before then, the company will work on commercial pilot programs and complying with different regulations. The truck will be ALA Engineering’s first product. Hansen said the company had built a driver-assistance program but decided to keep engineers working in research and development, building toward the end goal of an autonomous vehicle. The startup’s goal isn’t to replace all of a farmer’s trucks or employees, Hansen said. He said good employees are often more useful elsewhere in a stockyard. “As your oldest truck ages out of your fleet, bring in one of ours,” Hansen said. “As you lose an employee, or you have an unfilled position, bring in one of our trucks.” The invention of the round baler is credited to the Luebben family of Sutton, with the patent issued in the early 1900s. This advertisement of Ummo Luebben circulated in 1909 and mentions a Beatrice manufacturer of the invention. Appropriately located in a former horse stable, the Ford Livery Company at 1314 Howard Street was America's first car rental company, dreamed up in 1916 by Joe Saunders. He and his brothers expanded their company, later renamed Saunders Drive It Yourself System, to 56 cities by 1926. They sold to Avis in 1955. Cary Steele checks one of his seven computer monitors while taking a 911 call in 2014 at the Lincoln Emergency Communications Center. Although the system was first used in Alabama, Lincoln is credited as the home of the 911 system's invention. Inspiration for the chocolate-coated ice cream bar came from a candy store in Onawa, Iowa, in 1920. But it wasn’t until owner and creator Christian Kent Nelson took his invention to a Nebraska chocolatier named Russell Stover that the Eskimo Pie went into mass production. Many variations of the delicious treat are available in grocery and convenience stores worldwide. Union Pacific Railroad mechanical engineering employees determine a comfortable speed at which the world's first ski chairlift should operate during a test at the railroad's Omaha railcar and locomotive repair shop complex in the summer of 1936. The next time you sit on a ski lift on the way to the top of a mountain, think of bananas and the Union Pacific Railroad. Credit them with the modern-day chairlift system used by ski resorts around the globe. Seventy-five years ago, Jim Curran, a structural engineer with U.P., came up with the idea of adapting a system used to load bunches of bananas onto boats into one to move people up steep, snow-covered slopes. His design called for replacing the hooks for bananas with chairs for skiers to sit on while wearing skis. The chairs would be suspended from a single cable running overhead. Curran's idea was so out of the box for its day that his co-workers thought it was too dangerous and his boss tried to shelve it. Fortunately, Charlie Proctor, a consultant brought in by the railroad to help plan the Sun Valley Resort in Idaho, saw Curran's design, which he had slipped in with some approved designs, and thought otherwise. Proctor, a famous skier from Dartmouth College, convinced the railroad's top management to allow Curran to make his idea a reality. This winter ski season, the Union Pacific and Sun Valley Resort are marking the 75th anniversary of the world's first chairlift operation, which was invented not in the mountains but in the flatlands of Nebraska in Omaha. "From our side ... it's kind of unusual that a railroad would invent a chairlift," U.P. spokesman Mark Davis said. The railroad did so to serve a need, "and it turned out to be groundbreaking for the skiing industry," he said. During the 1930s, Union Pacific Chairman W.A. Harriman saw Americans beginning to embrace winter sports and knew his railroad operated through some of the most scenic and mountainous territory in the western United States, according to the railroad's history. Harriman's vision: Develop a world-class winter sports resort served by the Union Pacific. Other railroads were thinking the same way. Harriman enlisted Austrian sportsman Count Felix Schaffgotsch to find land for such a resort. In winter 1935, the count came across the area that would become the world-famous Sun Valley Resort in south-central Idaho, about 100 miles northeast of Boise. "Among the many attractive spots I have visited, this (location) combines more delightful features than any place I have seen in the United States, Switzerland or Austria, for a winter sports resort," Schaffgotsch wrote to Harriman. Based on Schaffgotsch's recommendation, the railroad bought 4,300 acres adjacent to the Sawtooth Mountain National Forest. The Sawtooth Mountains, running east and west, would protect the future resort from northern winds. The mountains also surrounded a small basin, with hills and slopes largely free of timber. Snowfall and sunshine were abundant. And natural hot springs would provide outdoor swimming year-round. Schaffgotsch had found the perfect spot for a winter sports resort. Construction of the ski lodge and other facilities began in April 1936. Meanwhile, nearly 1,200 miles away in Omaha, members of the railroad's engineering department were investigating ways to transport skiers up slopes, including by rope tows, J-bars and cable cars. But those designs were put aside after Curran's chairlift idea was championed by Proctor. Soon prototypes of the lift were being built and tested at the railroad's locomotive and railroad car repair shops, on land that is now home to the Qwest Center Omaha and the new downtown baseball stadium. To help determine how fast a chairlift should travel up a mountainside, engineers attached one to the side of a truck for tests. Because it was summer and relatively flat in Omaha, engineers wore roller skates to simulate skis running over snow. Their conclusion: 4 to 5 mph would be a comfortable speed to pick up and drop off skiers. It's the summer of 1936, in Omaha, as the world's first snow ski chairlift is ready for a round of testing to determine a comfortable speed for snow skiers to get on and off the lift. The world's first two first snow ski chairlifts were debuted by Union Pacific Railroad at the opening of its Sun Valley, Idaho ski resort in December 1936. (Courtesy Union Pacific Railroad) When Union Pacific opened the Sun Valley resort on Dec. 21, 1936, the world's first two chairlifts went into operation. As with anything new, it took skiers awhile to get used to the newfangled invention that changed the sport forever. The railroad sold the Sun Valley Resort in 1964. In 1896, 17-year-old Carl A. Swanson borrowed enough money from his sisters to travel from his native Sweden to Omaha. Without knowing a word of English, he began working on a farm near Wahoo, then moved to Omaha, where he continued studying English, business and accounting. While working in a grocery store, he met John Hjerpe, who sold produce for farmers on a commission, and in 1898 went to work for him. After saving $125, Swanson put his nest egg into a partnership with Hjerpe and Frank Ellison for a net capital of $456. Although the enterprise was intended to be called the Hjerpe Commission Co., the sign painter accidentally eliminated a letter and the firm was spelled Jerpe from that day forward. In 1905, the partnership became a corporation with $10,000 in capital and within a decade moved from a commission firm to paying cash for all purchases. With Ellison's death at the beginning of World War I, the corporation assumed his stock and began moving seriously into butter production and, a short time later, into poultry in general. Swanson bought out Hjerpe's interest in 1928 but retained the name Jerpe. About 1923, Clarence Birdseye developed fast-freezing as a method of not only preserving food but also retaining fresh flavor, which had not worked well with conventional freezing. As the Depression lessened, Jerpe Co. became a distributor for Birdseye, which was purchased by General Foods and inexplicably named Birds Eye. By the beginning of World War II, Jerpe's had grown to the point where Swanson was known as the "Butter King," one of the four largest creameries in the United States. During the war, production again was diverted, with the firm becoming one of the largest suppliers of poultry, eggs and powdered eggs to the military. At the end of the war, the firm's name was changed to C.A. Swanson & Sons, its major brands being called "Swanson Ever Fresh." With Carl Swanson's death in 1949, management was assumed by sons Gilbert and Clarke, who had been apprenticing for the position for some time. A year later, after considerable experimentation with crust recipes, the company introduced a frozen chicken pot pie using some of Birdseye's techniques. Although some of the story of frozen dinners may be apocryphal, it is simply too good not to repeat. Two ill-fated versions of the idea, the Frigi-Dinner and One-Eye Eskimo, already had been attempted. Then an overpurchase of 500,000 pounds —-- 10 refrigerated boxcars -- of turkeys— sent the Swansons scrambling for a solution. One of the less probable versions of the incident said that the only way the boxcar refrigeration worked was when the cars were in motion, which necessitated their constant movement from Omaha to the east, then back. Back in Omaha, Gerry Thomas discarded the previous metal trays and perfected an aluminum compartmentalized container with turkey, cornbread dressing and peas, which could be retailed for 98 cents. Because the box design resembled a rectangular television screen, the product was dubbed the TV Dinner. Unsure of the salability, 5,000 were produced and instantly sold in the first year, 1952. The second year, mashed potatoes and cranberry sauce were added and an astounding 10,000,000 were sold. Not resting on the success of the TV Dinner, 1953 also saw the Swansons as one of the nation's largest margarine producers. Despite their success in butter and margarine, both products were discontinued in 1954 to allow the company to concentrate on its main items of canned chicken fricassee, boned chicken and turkey, frozen chickens, drumsticks, chicken pot pies and TV Dinners. In April 1955, Swanson merged its more than 4,000 employees and 20 plants with the Campbell Soup Co., which ultimately dropped the famous TV Dinner label, thinking it limited their market. Still generically thought of as TV dinners, the frozen dinner joins butter brickle ice cream, raisin bran and maybe even the Reuben sandwich as an Omaha original. Historian Jim McKee, who still writes with a fountain pen, invites comments or questions. Write in care of the Journal Star or e-mail jim@leebooksellers.com . Dean Sicking of the University of Nebraska-Lincoln's Midwest Roadside Safety Facility examines a SAFER barrier on display at the Smith Collection Museum of American Speed on Friday, Oct. 21, 2011. (ROBERT BECKER/Lincoln Journal Star) Don't turn until you know where to turn. Mac Demere watched the car in front of him lose control and veer left toward the inside of the track. He tried to anticipate the car's next move, not wanting to turn until he knew where the other car was headed next. Don't turn until you know where to turn. He finally swerved far to the track's outside. But as the other car regained traction, it veered sharply to the right, directly toward Demere, and Demere's car smashed into its right side. "I can't tell you what caused him to lose control," Demere said of the 1983 crash at Watkins Glen International in upstate New York. "It happens so fast." Demere, now 57, walked away from that crash, but the other driver suffered a broken ankle. Sometimes, no matter how hard you try, you crash, said Demere, a former racer from South Carolina and longtime motorsports journalist. That certainly seemed to be the lesson at the Las Vegas Motor Speedway a week ago when 15 cars crashed, killing two-time Indianapolis 500 winner Dan Wheldon. He was the first IndyCar driver to die on a track since Paul Dana was killed during a practice run at Homestead-Miami Speedway in 2006. On Oct. 16, two cars went airborne -- Wheldon's and Will Power's. Wheldon hit a catch fence built to protect spectators from crash debris. He died later at a hospital of head injuries. Power hit a barrier designed by the University of Nebraska-Lincoln's Midwest Roadside Safety Facility. He walked away. The tragically different fates of Wheldon and Power have raised concerns about the catch fence at NASCAR and IndyCar tracks and have highlighted the safety performance of the UNL-designed SAFER barrier. Dean Sicking, director of the safety facility at UNL, said the SAFER -- or Steel and Foam Energy Reduction -- barriers now are in place at all NASCAR and IndyCar tracks. There have been no fatalities involving crashes into those barriers since 2004, when all of the barriers were fully installed at NASCAR tracks. Before those barriers were installed, 1 to 1.5 drivers died each year at NASCAR tracks alone, Sicking said. In an especially cruel span of 10 months in 2000 and 2001, NASCAR crashes claimed the lives of budding stars Adam Petty, Kenny Irwin Jr. and Tony Roper, and one of the sport's legends, Dale Earnhardt. The trapezoidal barriers designed at UNL are made of insulation foam that is waterproof and effective at absorbing the impact of cars going well over 100 mph, Sicking said. Steel tubes serve as a barrier between the foam blocks and track. The SAFER barriers protect drivers from the unforgiving nature of concrete walls. Sicking -- whose office is decorated with a photo of him shaking hands with former President George W. Bush, as well as numerous awards -- related the story of how the UNL center got the contract to design the barriers. In 1998, Tony George, the longtime former IndyCar president and Indianapolis Motor Speedway CEO, wanted a new racetrack barrier. The concrete barriers simply weren't good enough. IndyCar designers had developed a new barrier made of sheets of plastic, but it broke into 50- to 100-pound chunks that littered the speedway when hit too hard. George asked the UNL center to improve the design. "He said, ‘Can you fix this?'" Sicking said. "We never admit we can't do something." Initially, Sicking wasn't convinced it would be worth the extra effort. Then his assistant director, Ron Faller, convinced him it would drive the UNL center to find new solutions to road safety and new materials with which to build them. Sicking agreed and asked George for $1 million. "He said, ‘When can you start?'" It didn't take the UNL center long to figure out the IndyCar plastic barrier would never perform as well as foam, and Sicking worked to convince a skeptical George. Finally, George relented. In 2002, the Indianapolis Motor Speedway installed the SAFER barriers, and, seeing how well they performed, NASCAR CEO Bill France Sr. ordered them installed at all NASCAR speedways by the end of 2004 at a cost of $100 million. The UNL center oversaw installation. "No one can ever put it in right," Sicking said, laughing. The barrier has earned the UNL center numerous awards, including the prestigious 2002 Louis Schwitzer Award, presented in conjunction with the Indianapolis 500. IndyCar senior technical director Phil Casey called SAFER barriers the greatest achievement for safety in automobile racing. The barriers were installed at the New Hampshire Motor Speedway in 2003, and the speedway where both Petty and Irwin Jr. died has had no fatalities or serious injuries since, said speedway spokeswoman Kristen Costa. "It's better on impact. It moves with the vehicle," she said. Costa said the speedway reconfigured its catch fence in 2009 to make it safer as well. Sicking said catch fences at motorsports facilities need to be re-examined. "The catch fence is a difficult safety issue, a tough nut to crack, but I think it can be," he said. Sicking said IndyCar is reluctant to invest the large amount of money required to redesign the catch fence, and NASCAR isn't as interested in redesigning it as its cars rarely go airborne like the open-wheel Indy cars are prone to do. While nothing has been determined, the UNL center could end up leading the investigation into the crash that killed Wheldon, as it did with the 2001 crash that killed Earnhardt, Sicking said. The UNL center has examined nearly 2,000 crashes under federal contract. "Any time you have a big wreck, we normally get to look at it," he said. Demere, the former racer who now is pursuing a master's in journalism from UNL, said it appears Wheldon tried to slow down by lifting his foot off the accelerator and tried to direct his car toward the gearbox of the slowing car in front of him. But his car's nose lifted, and, traveling at more than 200 mph, his car quickly took to the air. With 15 cars involved, it was simply impossible for Wheldon to avoid the carnage, Demere said. He said drivers try not to think about getting seriously injured or killed while they're racing. They simply try to focus on the track and the racers around them. "We all know that it might happen to us," he said. "Quite frankly, I'm surprised that it didn't happen to me." Before the Internet and Wikipedia, the distinctive yellow-and-black covers of CliffsNotes adorned the bookshelves of many a college and high school student. The series of study guides (which are not to be used as a substitute for reading the actual text, OK?) was launched in Lincoln by Cliff Hillegass and his wife Catherine. From the original 16 Shakespeare titles, CliffsNotes has grown to include hundreds of works and has saved many a student. Nebraska history shows many inventions have originated in the Cornhusker state, some by women and a few that have lasted for more than a century. One of them that is often overlooked began with a promise and came to be after a dream by a Crete woman. John Quincy Robb’s daughter Elizabeth Jane was born in Washington, Illinois, in 1858, but the family moved to a farm near Tecumseh a short time later. Elizabeth married William Wallace Douglas and moved to Missouri, then to Glenwood, Iowa, before moving to Crete near the beginning of the 20th century. Although both were teachers, William was employed by the Burlington Railroad as a land agent. In 1904, Elizabeth attended a talk by a missionary from Tibet sponsored by a Crete Methodist church and was so taken by his story that she pledged $20,000 to his campaign. Not only was this an incredibly large amount of money, she had no idea where she might come up with it. That night, Elizabeth dreamed of “an old man with a long white beard who told her to make a steel collapsible voting booth,” which would ensure her wealth enough to fulfill her promise and prosper. The concept of voting booths at the time came from the introduction of the Australian balloting system and employed wooden booths. Because of the waste and amount of labor involved in building, then dismantling them, demand for a lightweight, collapsible, reusable booth that could be quickly reassembled by unskilled labor was obvious. The only obstacle was manufacturing a booth with those requirements that also would meet all local and national requirements. The next morning, Elizabeth began to build a prototype with paper, pasteboard and pins. With the idea and working model, the next step was securing a patent. She contacted Albert Litle Johnson, C.C. White’s partner and brother-in-law at Crete Mills, for financial help. Patent 828935A was issued to Johnson and Elizabeth Douglas in August 1906. Dempster Manufacturing in Beatrice then built a small number of booths that were sold locally. In 1909, the Douglas family moved to Los Angeles, where a small factory was built and 1,000 two-stall booths with red, white and blue canvas screens were sold to a local government with William as salesman. Within months, he sold an additional 4,000 booths for $40,000. The family returned to Crete in 1912 and leased property at 1530 Pine St. from the Burlington Railroad, where a factory was established. In less than a decade, a new building had been constructed and employed 10 workers with four salesmen. Elizabeth designed a new booth concept in 1923 resulting in another patent in her name alone the following year. Although William died in 1930, the business prospered until 1945, when the factory burned. A new building was quickly constructed. Elizabeth died in Friend in 1952, but Douglas Manufacturing continued in family ownership. I.B.M. approached the firm in 1970 and subsequently contracted for Douglas to build metal media storage containers. 1980 saw a second fire but the facility was again rebuilt with an expansion. In 1990, the leased land was purchased from Burlington and two years later a third fire was met with yet another expansion, with the firm reporting having 25 employees. Today, Douglas Manufacturing still builds voting booths with as many as five stalls per unit, now using aluminum instead of steel and vinyl attached with Velcro in place of canvas. Elizabeth and William’s great-grandson Roger C. Douglas is now president of the firm, which also produces ballot boxes, election signs, media storage boxes and even flash drive containers. Patents secured through the years for ideas never produced included retractable steps for Pullman railroad cars, a mail cart and shut-off valves for gasoline pumps. Sadly, the company is closing. Douglas broke the news Dec. 30 to the four remaining workers, according to longtime employee Tim Smejdir, who said business had been "very slow, so the decision was made to terminate." Douglas is selling or auctioning equipment and plans to retire, Smejdir said. Douglas Manufacturing was the oldest manufacturer of election equipment in the nation. Interesting, too, is that the election supply company was formed by a woman over a decade before women received the right to vote. Dr. Roger Mandigo, a University of Nebraska-Lincoln professor of animal science poses with a McRib sandwich inside a meat locker at the UNL Animal Science Complex on Thursday, November 4th, 2010. Mandigo invented a process to bind meat together into different shapes. The technology is often associated with the famous McRib sandwich. Move over, Richie Ashburn and Bob Gibson. Another Nebraskan has made it to the hall of fame. Of course, University of Nebraska-Lincoln meat scientist Roger Mandigo never had Ashburn's ability to hit to all fields or Gibson's ability to back batters off the plate with an inside fastball. His induction Saturday in Scottsdale, Ariz., was into the Meat Industry Hall of Fame. And his biggest claim to fame outside that industry is research that led to the introduction of McDonald's McRib sandwich in 1981. His company is no less exclusive. Among the 10 other honorees were Col. Harland Sanders, founder of Kentucky Fried Chicken; Dave Thomas,founder of Wendy's Old Fashioned Hamburgers; and Ray Kroc, founder of McDonald's. And it just happens that Mandigo's return coincides with what the Wall Street Journal describes as the first nationwide featuring of Mc-Donald's McRib sandwich at 14,000 restaurants, including more than a dozen in Lincoln,in 16 years. Wouldn't this be a great time for a big guy - squeezed into a small, obscure, windowless office during an $18.3 million renovation at the Animal Science Building - to step up, at last, and claim credit for his highprofile work? "I get credit for inventing the McRib fairly often," Mandigo conceded in an interview earlier this week. But taking credit was not something he did back in 1981. And he won't be doing it now, in his 44th year at UNL. That's because, despite common misperception, it's just not true. "We played an important role in the technology to bind pieces of meat to each other.I didn't invent the McRib sandwich," he said. "Mc-Donald's did that." All this is said with the kind of smiling patience that a McDonald's associate is supposed to demonstrate when asked for the 44th time during the lunch rush to hold the pickles. Pickle slices, by the way, are part of the standard preparation of the McRib. As its ravenous fans, including Steve Glass of Walton, know so well, a McRib is a pork patty that's also garnished with raw onions and smothered in barbecue sauce. Glass, 47, had two McRibs on his lunch tray Thursday as he made his way to a table at the McDonald's near the intersection of 10th Street and Cornhusker Highway. That's right, two. "I haven't decided whether to eat the one now or eat it later,"he said. Rapid progress on the first one seemed to leave the choice between one and two very much open to question for a guy who likes "something different - not a burger." Glass is not one to worry about what's under the barbecue sauce."It's like a hotdog," he said. "What's in a hotdog? If it tastes good, go ahead." Decades ago, it was Mandigo who was going ahead with a research initiative launched by the National Pork Producers Council. Its members were looking for another reliable source of demand for pork shoulder. There were never any royalties associated with the results, Nebraska's newest hall of famer said. And to this day, the McRib comes and goes from the McDonald's menu for reasons that have to do with its intense popularity and a national supply of pork trimmings that's typically a lot more limited than the supply of beef trimmings. "If you suddenly start to buy a large amount of that material,"said Mandigo,"the price starts to rise." As the cost to McDonald's rises, the McRib tends to go out of circulation again. And then the same parts of a hog tend to flow back into the processing lines for Spam, Vienna sausages and other specialized products. Anything else that goes into periodic McRib feeding frenzies is not for Mandigo to analyze. "It's a function of a business strategy and that's McDonald's decision, not mine." The official word on that subject comes from Ashlee Yingling at the headquarters of McDonald's USA. The McRib is in something called "a national limited time promotion for the month of November in the U.S.," Yingling said by email. This is only the third time that's happened in the 29 years since it hit the market. The rest of the time, the company has chosen a regional strategy. "To keep it relevant and appealing," Yingling said, "it will continue to be offered as a limited-time promotion on a regional basis." Does Mandigo eat this sandwich that he did NOT invent? "Every chance I get," he said. Virtually no one, anywhere in the world, is unfamiliar with the iconic photos of a drop of milk above a white haloed crown just as the previous drop hits a flat surface, or a bullet as it exits a just-pierced apple. Few outside the state, however, realize that Harold Edgerton is a native son and graduate of the University of Nebraska. Harold Eugene Edgerton was born in Fremont on April 6, 1903. Harold’s father, Frank, was born in Iowa, then graduated from the University of Nebraska in 1900 as president of his senior class. After teaching in the Fremont public schools, he returned to Lincoln on the staff of the then-new Lincoln Star. After earning a law degree from George Washington University, Frank again returned to Lincoln in 1911, becoming the assistant attorney general of Nebraska and prominent in state politics before becoming county attorney in Hamilton County. Harold’s interest in science came early; in 1910, he told of attempting to build a searchlight on the roof of the family home and realizing tin cans were unable to produce a tight beam of light. While attending junior and senior high school in Aurora, he became interested in photography and, with the help of an uncle, set up his own darkroom. In 1921, Harold entered the University of Nebraska and at his father’s suggestion, he earned half of his tuition by wiring Lincoln homes for electricity and working on a line gang for the Nebraska Power & Light Company. It was here that he observed how, in the darkest night, his coworkers became suddenly visible in lightning flashes and just as suddenly again were invisible. As a student, Harold joined Acacia, chose a major in electrical engineering and was active in the annual E-Week open houses. Interestingly, although there is no record of which exhibits Edgerton participated in, one of the demonstrations during his student days involved stop-motion photography that employed either 120 flashes per second or an exposure of 1/50,000ths of a second depending on which report is to be believed. The demonstration featured an electric fan with the letter N painted on the blades. The room was darkened, the “strobe light synchronized to the fan, thus making the N stand still ... people could hardly believe their eyes.” After graduating from Nebraska with a Bachelor of Science degree in 1925, Edgerton moved first to Schenectady, N.Y., then entered MIT. He received his master's degree, having developed the stroboscope, which employed a reusable flash bulb that was linked to a camera. Edgerton married his high school sweetheart, Esther Garrett, in 1927, received his doctorate in 1931 and became an associate professor at MIT. As he further perfected his stop-motion photography, some of his work was shown at the Royal Photographic Society’s convention in London. In the 1930s, Edgerton and two of his students formed Edgerton, Germeshausen & Grier, later becoming simply E.G.&G. Corp., which manufactured Rapatronic cameras, consulted with the U.S. Army during World War II, had contracts to do photographic research surrounding atomic explosions for the Atomic Energy Commission, was instrumental in the establishment of the New England Aquarium in Boston and ultimately had 47 operating divisions with more than 23,000 employees in several countries. Often forgotten is Edgerton’s film “Quicker 'n a Wink,” which won an Academy Award for best short subject in 1941. Myriad awards followed, with perhaps the most prestigious being the Medal of Freedom for his nighttime reconnaissance photos during WWII. In 1947, his photo essay on hummingbirds was published in National Geographic magazine, and in 1953, he began working with Jacques-Yves Cousteau to develop an underwater camera using side-scan sonar technology. These experiments led to discovering the USS Monitor, which sank in 1862, and producing the first real photos of the Titanic in 1986-87. Closer to home, in October 1967, Edgerton donated two strobe lights to be mounted on Nebraska’s State Capitol tower as an aircraft warning meant to be visible for 150 miles when extended to their operational capacity, seemingly to fulfill federal aeronautics regulations. Working with Bob Newell, the Capitol building superintendent, Edgerton had his mother standing by to activate the experiment. The low-power version of the lights on the east and west sides of the building were turned on as she said “let there be light,” as instructed by her son, and almost immediately complaints began to pour in. The experiment lasted only briefly before being abandoned. Ultimately, the strobe light was perfected to the point where the light burst lasted only one-billionth of a second with his stop-motion photos of bullets, hummingbirds, Stonehenge, milk droplets, etc., known worldwide. Edgerton died at MIT on Jan. 4, 1990, and five years later the Edgerton Explorit Center opened as a museum in his honor in Aurora. Reach the writer at nfranklin@journalstar.com or 402-473-7391. On Twitter @NealHFranklin Get the latest local business news delivered FREE to your inbox weekly.Even Dr. Oz Can’t Break Medicare

They say a picture says a thousand words, and the picture we all saw after Miami’s 39-17 victory over San Francisco explains a lot . A real lot. I know there isn’t much for Dolphins fans, players, or management to cheer about this year. They were only over .500 for a week after the season’s first game, and they are on a path to miss the playoffs. With all of the expectations coming into this season, the 2024 season will go down as a colossal failure. But you wouldn’t know that if you saw Miami Dolphins owner Stephen Ross on Sunday after Miami beat San Francisco. He had a smile on his face from ear to ear, was jumping his fist in the air, and celebrating like Miami won the Super Bowl, well, won a playoff game, well...finally beat the Buffalo Bills. Instead, he was celebrating Miami going to 7-8 on the season and a win over a 49ers team that has more injuries than his own team. I get it; he is a billionaire who spends a lot of money on this team and wants to see results. And I am not naive to the fact that he is allowed to celebrate his team win a game. But Mr. Ross needs to read the room and not be tone deaf. Fans don’t want to see the owner jumping up and down happy right now, with a season that has been a 100% disappointment. Then it got worse after the game when it was released on the Miami Dolphins team’s social media. Mr. Ross gave a game ball to head coach Mike McDaniel. Wait, what? WHY? For a job not well done this season? Gotta keep believing. Step into the locker room after our Week 16 win pic.twitter.com/6tOfnPGS9r — Miami Dolphins (@MiamiDolphins) December 23, 2024 What is Mr. Ross so happy about? Seriously, I don’t get it. Has the bar been set so low that now just beating anyone is a reason to celebrate like you just won the Super Bowl? Mr. Ross, in the past 11 months, broke the bank for Tua Tagovailoa , Jaylen Waddle , Tyreek Hill , and Jalen Ramsey . Oh, and I gave a contract extension to Mike McDaniel (and Chris Grier, per unconfirmed reports). Is he happy with the return on his investment, given all that money spent and being 7-8? The barrier to entry into owning a sports team is very low; you have to have a ton of money. What separates the good teams from the bad teams and the truly great teams, though, is ownership at the end of the day. Bad owners just want to make more money. Good owners want to make money and avoid having a losing team. The truly great owners, though, don’t care about the money. To them, losing a game and having a season in which you miss the playoffs and are under .500 is only the second worst thing that can possibly happen behind taking your final breath. Here, we have Stephen Ross, who is giddy and happy at his 7-8 Dolphins, while fans are miserable and angry at how the season played out. It’s easy to understand how a franchise goes 24 years without winning a playoff game. It’s this mindset. Fans have been on social media wondering and arguing whether Chris Grier should be fired. Or if maybe Mike McDaniel should be fired. Save your time and breath; Mr. Ross is giving the coach a game ball at the end of a losing season where expectations weren’t met and is putting off the appearance that he couldn’t be happier with this 2024 season. Merry Christmas! This article first appeared on Dolphins Talk and was syndicated with permission.Facility Management Market Poised to Hit $119.4 Billion by 2030: A Comprehensive Growth Analysis