9.30 +0.01 (0.11%)
After hours: 7:32PM EDT
|Bid||9.29 x 1300|
|Ask||9.31 x 42300|
|Day's range||9.09 - 9.32|
|52-week range||7.41 - 10.56|
|Beta (3Y monthly)||0.97|
|PE ratio (TTM)||17.20|
|Earnings date||23 Oct 2019|
|Forward dividend & yield||0.60 (6.62%)|
|1y target est||10.51|
(Bloomberg) -- President Donald Trump said he will nominate Dan Brouillette to be his next energy secretary when Rick Perry leaves the job later this year.“Dan’s experience in the sector is unparalleled. A total professional, I have no doubt that Dan will do a great job!” Trump tweeted Friday.Brouillette has been serving as No. 2 to Perry, who led the Energy Department with its $36 billion budget and control of the nation’s nuclear arsenal and emergency crude oil stockpile. The White House arranged for Brouillette to meet with Trump on Friday after Perry gave the president a resignation letter. The deputy has been taking on increasingly high-profile roles for Perry, including sitting in for him at cabinet meetings. The White House session was described by people familiar with the matter who asked not to be named because it was private.Perry, 69, has been grooming Brouillette, 57, to succeed him for months while planning his own departure. In recent months, Brouillette has more frequently served as the public face of the Energy Department both on missions abroad and at U.S. events.Trump has elevated deputies at other agencies after the leaders departed. He made David Bernhardt acting secretary of the Interior after Ryan Zinke left the administration, then nominated him for the post. Trump used a similar approach with current Environmental Protection Agency Administrator Andrew Wheeler, who served as the second-ranking official under former chief Scott Pruitt.A Louisiana native, Brouillette worked at the Energy Department under former President George W. Bush as an assistant secretary for congressional and intergovernmental affairs.His vision for the Energy Department isn’t expected to veer from the one held by Perry, a vocal advocate of the nation’s oil and gas industry, who attempted -- so far unsuccessfully -- to subsidize unprofitable coal and nuclear plants in the name of national security and electric grid reliability.Brouillette has backed those efforts and said during a speech earlier this year that “fuel-secure units are retiring at an alarming rate,” a phenomenon that would “threaten our ability to recover from attacks and natural disasters,” if left unchecked.The nominee emerged as a key figure during internal administration debates last fall over whether to grant waivers for some countries from sanctions on Iran’s oil. Brouillette argued against the waivers, saying the administration should take a tougher stance against Iran, in a memo to the State Department.In addition to his past stint at the Energy Department under Bush, Brouillette has worked as staff director for the House Energy and Commerce Committee, where he played a role crafting major energy legislation. He also was a senior executive in the policy office of Ford Motor Co. and financial services provider United Services Automobile Association.To contact the reporters on this story: Jennifer Jacobs in Washington at firstname.lastname@example.org;Ari Natter in Washington at email@example.com;Jennifer A. Dlouhy in Washington at firstname.lastname@example.orgTo contact the editors responsible for this story: Jon Morgan at email@example.com, Steve GeimannFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
Ford announced that it would offer North America’s largest electric vehicle public charging network, the FordPass Charging Network, to its EV customers.
While Ford's (F) sales in China fall 30.3% year over year in Q3, Tesla takes the U.K. market by storm with record deliveries of 6,244 vehicles.
While higher revenues in the North American market are likely to have benefited Ford (F), lower vehicle deliveries in China, Europe and Asia Pacific regions might have hampered profits.
A Hooters-style bar seems an unlikely setting for the front line of feminism, but that’s the case with the scantily clad sisterhood in Support the Girls . Double Whammies is a place where customers can ...
The second clue is Alfred Nobel’s own disdain for the boring business of management. Who knows the names of the managers of Coca-Cola, Ford, Johnson & Johnson, Colgate-Palmolive, Nestlé, Swedish Match, Cadbury and so on in the 19th century?
(Bloomberg) -- Not all the businesses in Valencia’s industrial zone closed during Venezuela’s economic crisis. Only about two-thirds did.Survivors among the rusting factories of the nation’s former manufacturing heartland, two hours from Caracas, are enjoying a truce in the government’s war on capitalism.Without publicly acknowledging it, President Nicolas Maduro’s socialist government has ditched a decade and a half of price controls. It’s hard to put a precise date on the liberalization, because it never officially happened. However, in recent months supermarket shelves have been restocked and severe shortages of goods such as toothpaste and toilet paper have eased -- though they are sold at prices most Venezuelans can’t afford.Valencia, a city of perhaps 1 million residents, bore the brunt of the government’s ruinous industrial policy. Today, business people there are making the most of the new atmosphere -- as long as it lasts.“In today’s Venezuela, there are still opportunities,” said Ernesto Abbass, a Valencia industrialist with a metallurgical factory and investments in pharmacies. “There are some businesses that have managed to surf the waves of poor economic policy making. We’ve had to become creative.”The roots of the deepest slump in the history of the Americas stretch back two decades. After coming to power in 1999, President Hugo Chavez’s government gradually tried to move to a Cuba-style command economy. As it introduced price controls on staples such as beans and milk, these grew scarce, while uncontrolled goods, such as Scotch, remained on the shelves.There were frequent crackdowns on people the government called “speculators” who sold goods for more than the legal price. They risked not only fines, but also a cell in a gang-ridden prison.Business people in Valencia who spoke with Bloomberg weren’t clear whether the new state of affairs represents a real change in philosophy or a brief respite ahead of a new wave of attacks by the price-control agency. Either way, they can make a profit -- not legally, but in practice.They can even do business in dollars. In March, the country suffered massive power blackouts that lasted three days in the capital, Caracas, and even longer elsewhere. With credit-card readers out of action, people began paying for things in hoarded greenbacks.The government turned a blind eye, and it suddenly became normal to quote prices in foreign currency. In one Valencia store, a 750-gram jar of Nutella was on sale last week for $8, the same as a box of Froot Loops breakfast cereal.In its heyday, Valencia produced washing machines, bicycles, pharmaceuticals, textiles, animal feed and plastics, among other things. Above all, it was Venezuela’s motor city. Ford Motor Co., General Motors Co. and Chrysler LLC all had assembly operations there, as well as the big tire manufacturers and dozens of local parts suppliers.The industrial zone, which used to pulsate with hundreds of commuter buses, is now largely quiet and abandoned. One shuttered auto-parts factory was still full of inventory stamped with the official prices that made it unprofitable to stay in business.Companies that survived now have the market to themselves. Most competitors have gone under, and the border is shut to Colombian industry. Rents, labor costs and utility bills are all low. There is pent-up demand for goods such as car parts that were unavailable for a long time. It is, just about, possible to turn a profit.One Valencia-based business that sells radiators said that sales are up nearly 30% from last year. Traffic jams have made a comeback in Valencia, as well as in Caracas, after a long period when the shortage of parts kept much nation’s aging vehicle fleet off the roads.Even in the permissive new atmosphere, doing business remains an extreme sport, with blackouts, shakedowns by officials and out-of-control crime. As about 4 million Venezuelans have fled, the country has lost much of its skilled labor force. U.S. sanctions mean that many foreign firms are afraid to do business with any Venezuelans, in case they turn out to be tied to the Maduro government.The nation’s industry is running at only 19% of capacity, according to Conindustria, a trade organization, compared with 81% in Colombia. In Valencia, some companies stopped investing and reduced operations to a fraction of what they had been. General Motors shut down its Valencia operation in 2017 after authorities seized its plant and inventory.Ford is sticking around, waiting for better days.“Ford is working systematically to maintain operative conditions at the Valencia plant to resume production whenever enabled by industry conditions and financial viability,” the company said in reply to emailed questions. “Ford has been operating in Venezuela for 57 years and has no plans to leave the country.”A recent survey by Caracas pollster Datanalisis found that the high cost of living is now the biggest concern for Venezuelans, ahead of corruption, crime and food scarcity. Even some opponents of the government complain that the price-control agency isn’t doing more.The cost of living has roughly tripled in dollar terms since the start of the year, according to Ecoanalitica, a Caracas-based economic consultancy.In this environment, the authorities may calculate that yet another attack on private businesses would be popular. Valencia’s industrialists are highly aware of this threat, and are reluctant to invest more or ramp up production until it is lifted.“This continues to be a business in survival mode,” said Christian Palmisano, one of the partners in a factory that produces the soles for shoes, and rubber boots. “Over the last two years, we stopped evaluating whether we make a profit or a loss. It’s a question of who survives the crisis and who dies.”To contact the author of this story: Matthew Bristow in Bogota at firstname.lastname@example.orgTo contact the editor responsible for this story: Stephen Merelman at email@example.com, Robert JamesonFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
China’s slowdown concerns have intensified amid a flurry of soft data points. On October 15, China released its September producer price inflation data.
Tesla’s electric pickup truck is one of the most anticipated vehicles in recent history. CEO Elon Musk knows how to create hype around new vehicle launches.
(Bloomberg) -- Volkswagen AG delayed a decision on a 1.3 billion-euro ($1.4 billion) auto factory in Turkey after the country’s military action in northern Syria prompted an international outcry.The German carmaker established a Turkish unit in the western city of Manisa in early October, paving the way to begin producing cars in the country. The plant postponement may come as a blow to President Recep Tayyip Erdogan and to Turkey, which counts Germany as its largest trading partner.“We’re closely monitoring the situation and are concerned about the current developments,” VW said Tuesday, adding that the decision to delay was made by the management board.German Chancellor Angela Merkel called for an immediate end to Turkey’s military operation in northern Syria during a weekend phone call with Erdogan, reinforcing comments by European Union member states and the bloc’s foreign policy chief, Federica Mogherini. The EU, while condemning the offensive, has so far stopped short of imposing significant sanctions.The plan to make 300,000 cars in Turkey, creating 5,000 jobs, would expand VW’s total number of factories worldwide to 123 and create a bridgehead to grow sales across Eastern Europe and the Middle East. The world’s biggest carmaker has struggled to compete with Asian rivals in those markets because of high costs at its factories in Western Europe. VW also considered sites in Bulgaria, Serbia, Romania and North Africa.This is a “huge blow if this does not happen,” said Tim Ash, a strategist at BlueBay Asset Management in London. It raises the question of whether Turkey is becoming too big a risk for for investors, he added.Industrial giants Daimler AG, Siemens AG, Continental AG and Robert Bosch GmbH operate plants in Turkey, alongside other global manufacturers including Ford Motor Co. and Toyota Motor Corp.Dogus Otomotiv, the Turkish distributor of VW vehicles, fell as much as 6.5% in Istanbul trading after the news, and was 0.8% lower at 6.59 liras at 11:37 a.m. Turkish time.The U.S. government on Monday called on Turkey for “an immediate cease-fire” in Syria as it announced sanctions on three senior Turkish officials and sharply increased tariffs on steel in response to the military operation launched by Ankara last week.“It’s important that Turkey brings the Syria operation to a close as soon as possible and works to tone down geopolitical noise,” said Ash. “Tit-for-tat sanctions now would be very unhelpful and just further inflame things and put more investors off.”To contact the reporters on this story: Elisabeth Behrmann in Munich at firstname.lastname@example.org;Taylan Bilgic in Istanbul at email@example.comTo contact the editors responsible for this story: Anthony Palazzo at firstname.lastname@example.org, Frank Connelly, John LauermanFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
China, the world’s largest auto market, is faltering like never before. September was the 15th month of annual car sales decline for the company.
(Bloomberg Opinion) -- At various times during his 14-year tenure as chief executive officer of Fiat Chrysler Automobiles NV, the late Sergio Marchionne held takeover talks with Volkswagen AG.The news that VW is considering a stock-market listing of its Lamborghini supercar division suggests Marchionne continues to influence the German carmaking giant. By spinning off high-value operations such as trucks and sports cars, VW’s boss Herbert Diess would be imitating his Italian peer’s successful approach to creating shareholder value. But Diess is struggling to be as daring, which will make it harder to achieve his goals.When Marchionne took the helm at Italy’s Fiat SpA in 2004, its market capitalization was a pitiful 5.3 billion euros ($5.9 billion). During his reign, he merged Fiat with America’s Chrysler and spun off Ferrari NV and Fiat’s trucks and agriculture machinery business (CNH) into separate companies. When he died last year, the combined equity value of Ferrari, Fiat Chrysler and CNH Industrial NV was 57 billion euros. His successor then completed the 6.2 billion-euro sale of the Magneti Marelli SpA auto parts division.Diess wants VW to hit a market value of 200 billion euros — up from 80 billion euros now, Bloomberg News reported as it broke the news about Lamborghini, adding that a sale of the brand is also under consideration. (VW says there are “no plans for a sale or public offering of Lamborghini”). Including all of Volkswagen’s 12 brands, its financial services arm and its Chinese joint ventures, the company’s sum-of-the-parts valuation could top 215 billion euros, Bloomberg Intelligence analyst Michael Dean estimated in August.In an attempt to realize that value, Diess has started off by following the Marchionne playbook. Fiat began by spinning off CNH in 2012. Diess also kicked off with a June listing of VW’s trucks arm, Traton SE.Marchionne followed the CNH divestment with the listing of Ferrari in 2016, and now it looks like Diess’s next step might be his own supercar brand. A sale of Volkswagen’s industrial machinery operations Renk AG and MAN Energy Solutions, which is being considered, would be akin to the Magneti Marelli sale. Analysts have even speculated that VW’s alliance with Ford Motor Co. could evolve into a merger, similar to the Fiat-Chrysler deal.Yet there’s a difference between the boldness of the two companies. Fiat spun out CNH by distributing the stock to existing shareholders, and it did the same with what was left of Ferrari’s equity after selling 20% of the company in an initial public offering in New York. Volkswagen, by contrast, sold just 11.5% of Traton to new investors in an IPO and then kept the rest of the stock for itself. In fairness, Diess has to manage a difficult set of stakeholders. The Porsche-Piech family controls VW, while the German state of Lower Saxony has 20% of the voting shares. He also has employee representatives on the board. The Agnelli family, which controls Fiat, backed Marchionne’s ambitions — and became significantly wealthier.Because of its arcane multiple voting-class structure, most Volkswagen shareholders have no say in the running of the company. That might explain why Diess opted for an IPO of Traton rather than a spin-off: Replicating the current VW voting arrangements in a new company wouldn’t have been attractive for new investors. But the listing was so small as not to give new investors any real say in the company’s running anyway. If the Porsche-Piech dynasty really want Diess to increase their riches, they should encourage offerings that unpick some of their own control.To contact the author of this story: Alex Webb at email@example.comTo contact the editor responsible for this story: James Boxell at firstname.lastname@example.orgThis column does not necessarily reflect the opinion of the editorial board or Bloomberg LP and its owners.Alex Webb is a Bloomberg Opinion columnist covering Europe's technology, media and communications industries. He previously covered Apple and other technology companies for Bloomberg News in San Francisco.For more articles like this, please visit us at bloomberg.com/opinion©2019 Bloomberg L.P.
Tesla is dominating the electronic vehicle market for long but the trade war and frequent controversies have distracted it from its sky-high goals.
(Bloomberg) -- Sign up to our Brexit Bulletin, follow us @Brexit and subscribe to our podcast.The U.K. is looking at the tools it can use to support carmakers in the event of a no-deal Brexit, Business Minister Nadhim Zahawi said.The government is in talks with companies including PSA Group, Toyota Corp., Ford Motor Co., Nissan Motor Co. and Jaguar Land Rover Automotive Plc to establish where the "pinch points" and "pain" would be if the U.K. leaves the European Union without an agreement, Zahawi said."There are a number of levers available to me, to us in government to be able to help those businesses," Zahawi said in an interview, when asked whether loan guarantees were possible. He said he is working out how he can help car makers "within the confines of either World Trade Organization state aid rules, or, if we have a deal, EU state aid rules."Carmakers have been vocal in opposing the sort of no-deal Brexit Prime Minister Boris Johnson has said he’s pursuing if he can’t reach an accord by Oct. 31. They’ve warned it would be "devastating" for the industry, disrupting just-in-time supply lines and ushering in tariffs that would drive up costs and make exports uncompetitive.Production MovePSA Chief Executive Officer Carlos Tavares said in July that all production will be pulled from its Ellesmere Port plant if Brexit makes it impossible to turn a profit at the 1,000-worker Vauxhall-brand facility. Nissan has suggested it may move some production out of the U.K. if the country leaves the EU without a deal.“Any decision is not straightforward. We have to carefully analyze all the situations,” Gianluca de Ficchy, chairman of Nissan Europe said when asked on Thursday about the possibility of closing plant in Sunderland, northeast England. “The only clear conclusion we have reached is that if WTO tariffs will be applied, it will not be sustainable.”Nissan, which sends 70% of its U.K. output to the EU, is urging Johnson’s government to support the industry by agreeing with the bloc not to apply tariffs, de Ficchy said. The imposition of WTO rules with a 10% duty on U.K.-built cars shipped to the EU would be impossible to offset through cost cuts, he said.“A no-deal Brexit would have an immediate impact on the industry, putting jobs at risk and causing severe and potentially irreversible damage,” Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders, said in a statement. “The U.K. and EU automotive industries are deeply integrated so we need a deal that guarantees free and frictionless trade. Anything less risks destroying this vital industry”Zahawi said one of the tools he’s considering is the so-called exceptional regional growth fund -- an award of grants outside normal competitive bidding processes designed to assist "where the economic situation in a local area deteriorates suddenly." He said the U.K. will seek to avoid disruption to supply chains in a no-deal Brexit by not imposing additional border checks."Essentially, we’re going to waive the deliveries through," he said, adding that there have been "encouraging noises" from authorities in Calais, the main French port for the U.K., that they’re "not going to cause any problems either because they don’t want to harm French businesses."Still, that’s far from a cast-iron guarantee that there won’t be disruption, because the French will be obliged to follow EU laws and enforce a customs border.Zahawi also said that the government is pushing an ambition for Britain to lead the world in developing electric vehicles and hydrogen technology, including a drive to develop a so-called gigafactory to make electric car batteries in the U.K.The government announced as much as 1 billion pounds ($1.22 billion) of investment to accelerate the development of new battery technology and hydrogen fuel cells last month.Zahawi said ministers are in talks with half a dozen or so companies around the world -- including in China and Japan -- about developing a gigafactory in the U.K. He didn’t identify the companies.To contact the reporters on this story: Alex Morales in London at email@example.com;Siddharth Philip in Sunderland at firstname.lastname@example.orgTo contact the editors responsible for this story: Tim Ross at email@example.com, Thomas PennyFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.