|Bid||36.83 x 800|
|Ask||36.84 x 1800|
|Day's Range||36.58 - 37.05|
|52 Week Range||30.56 - 41.50|
|Beta (3Y Monthly)||1.14|
|PE Ratio (TTM)||5.86|
|Earnings Date||Aug 1, 2019|
|Forward Dividend & Yield||1.52 (4.12%)|
|1y Target Est||47.11|
In December 2017, we saw a sharp rally in almost all asset classes as markets started pricing in what many called “synchronized global growth” for 2018. However, as 2018 started drawing to a close, fears of a synchronized global slowdown hit markets. All leading economies were expected to grow at a slower pace in 2019 as compared to 2018.
Many of today’s best available senior-housing options are really a nod to the past: higher-density locales, homes suited for multiple generations, and community support and stimulation.
Yesterday, Winnebago Industries (WGO) released its third-quarter results for fiscal 2019. After yielding solid returns of 75.7% in 2017, Winnebago stock tanked 56.5% in 2018. Last year, the company’s rising dealer inventories and inflating costs due to trade war tariffs hurt investors’ sentiments.
This morning before the market opened, Tesla (TSLA) was trading on a negative note despite a sharp rise in index futures. As of 9:10 AM ET, Tesla stock had fallen 1.2% in the pre-market session to $234.74 after Goldman Sachs cut the target price on the company by about 21%.
General Motors is trying to avoid recalling potentially deadly Takata air bag inflators in thousands of full-size pickup trucks and SUVs for the fourth straight year, leaving owners to wonder if vehicles are safe to drive. The automaker petitioned the National Highway Traffic Safety Administration to exempt it from recalls that were required under a 2015 agreement between Takata and the government. Takata inflators can explode with too much force, blowing apart a metal canister and spewing shrapnel.
The law firm of Kessler Topaz Meltzer & Check, LLP announces that it has filed a class action lawsuit against General Motors, LLC in the United States District Court for the Eastern District of Michigan.
(Bloomberg) -- Walmart Inc. came to dominate retailing through its mastery of logistics—the complicated choreography of getting goods from farm or factory to the consumer. But even the world’s biggest store doesn’t make money selling its wares online in the U.S., largely due to runaway shipping costs. So Walmart is turning to robots.On a drizzly morning earlier this month, Walmart’s U.S. chief Greg Foran led reporters to a curbside package pickup kiosk outside its supercenter in Rogers, Arkansas. Idling there were three Ford delivery vans outfitted with self-driving technology developed by a Gatik, a Silicon Valley startup charged with a trial run aimed at cutting Walmart’s middle-mile shipping costs in half. Going driverless in pursuit of profit is a “no-brainer,” Foran said.As the buzz about human-carting robo-taxis starts to short-circuit, an unheralded segment of the driverless future is taking shape and showing promise: goods-moving robo-vans. Rather than serving up hot pizza pies or deploying headless robots to carry groceries to the doorstep, robo-vans travel on fixed routes from warehouse to warehouse or to a smaller pickup point, transporting packages to get them closer, but not all the way, to consumers.This may be the least glamorous part of the driverless delivery business, but the market for these monotonous “middle miles” could reach $1 trillion and may provide the fastest path to prosperity, analysts say.“This area has the least number of obstacles and the most certain return on invested capital in the near term,” said Mike Ramsey, an analyst with consultant Gartner Inc. “If you’re looking to start a business where you can actually generate revenue, this has fewer barriers than the taxi market.”Driving the demand is the boom in online shopping that has helped cause a severe shortage of truck drivers that tops 60,000 unfilled long-haul positions, according the American Trucking Associations. That has sent costs soaring for a job that is among the most dangerous due to the risk of wrecks and long periods spent on the road.Related: `Smokey and the Bandit' Charm Fades as Trucking Hiring Lags“This middle mile is the most expensive part of the whole supply chain; it’s a huge pain point,” said Gautam Narang, CEO of Gatik, which is attempting to automate Walmart’s “hub and spoke” warehouse system. “This fills a big gap in the market.”From a technological standpoint, business-to-business, or B2B, delivery is the straightforward counterpoint to the complexities of autonomous ride-hailing and driverless delivery directly to consumers, known as B2C or last-mile. Robo-vans like those being put to the test at Walmart follow fixed routes over and over, reducing the chance of mishaps and increasing their time in service generating revenue. Many of these routes are already established using human drivers today, so there’s little need to map new paths and create infrastructure to load and receive the goods.Related: Robot Rides Are Going to Deliver Pizza and Parcels Before PeopleFord Motor Co., testing many forms of driverless delivery, calls these repeatable routes “milk runs,” a throwback term to the days of household dairy delivery.“Anything on driverless delivery that is a milk run is a good application for autonomy,” said Sherif Marakby, chief executive officer of Ford’s autonomous vehicles unit. “B2C is a complex implementation for autonomy that will come with time, but B2B just makes it easier because you get volume and you can be more predictable.”The case for robots ferrying packages before people is becoming more compelling as robo-taxis struggle to gain traction. Consumers have grown wary of giving up the wheel, especially after a pedestrian was killed last year by an autonomous Uber Technologies Inc. test car. Waymo, Alphabet Inc.’s driverless unit, initiated limited automated ride-hailing in suburban Phoenix late last year with human “safety drivers” on board. General Motors Co. no longer says it will debut a similar service this year. Instead, CEO Mary Barra now says the rollout will be “gated by safety.”QuicktakeWhen the Driverless Cars Arrive, Will You Climb In?: QuickTakeDriverless delivery also has another big advantage over robo-taxis: no demanding human passengers. “People have more emotions than boxes,” Ford’s Marakby said.Meanwhile, driverless delivery is already hitting the road. Swedish startup Einride recently began low-speed robo-deliveries on public roads in its home country. It has signed up several Fortune 500 clients, like tire-maker Michelin, plus logistics service provider DB Schenker and German grocer Lidl.Looking like a Star Wars Imperial troop transport on wheels, Einride’s T-Pod trucks are 60% cheaper to build because they lack a passenger compartment. If they get into a jam, they can be remote controlled by humans from a command center. One human monitors the remote controls for 10 trucks. The T-Pods operate in self-driving mode 95% of the time, according to CEO and founder Robert Falck.Stuffed with payload and no human driver, a T-Pod can operate around the clock and cut shipping costs in half. That’s why Falck says his company is already profitable, though he declines to give specifics.“There are solid economics behind this and that’s also what the customer realizes,” Falck said. “If you break down the numbers, it’s the best business case out there.”TuSimple, a San Diego startup valued at $1.1 billion, leads a pack of tech outfits seeking to automate long-haul trucking. The company has a fleet of 50 robot Peterbilt and Navistar trucks that have been transporting commercial loads in Arizona for a year. And while it isn’t profitable yet, it expects to book revenue of more than $1 million a month in the second half of the year.“If you break down the numbers, it’s the best business case out there.”In the final two weeks of May, its self-driving big rigs—equipped with cameras that can see more than a half-mile down the road—completed 10 test runs for the U.S. Postal Service of an arduous 1,000-mile stretch from Phoenix to Dallas. Over Memorial Day weekend, the trucks faced howling crosswinds and “mud rain,” a blinding combination of dust, wind and rain. And yet the robo-rigs consistently beat human-driven trucks to the mail depot by as much as two hours. “We were approaching the edge of our operational design domain,” said Chuck Price, TuSimple’s chief product officer. “But we were able to demonstrate that we can do it much faster, with high consistency and high reliability. So bottom line, it’s more efficient.”By next year, TuSimple says it will pull the safety driver and engineer it currently has babysitting its rigs and go fully driverless—something no robo-taxi has committed to yet. By 2023 or 2024, the company plans to have “commercially ready” robo-rigs rolling out of a factory of a major truck maker.That kind of confidence is hard to come by these days among the purveyors of robo-taxis, still struggling to figure out how to navigate the pedestrians, cyclists and unpredictable traffic of chaotic urban environments. Increasingly, the call of the open road and the mundane middle miles between warehouses is proving to be the clearest path to the autonomous future. That’s why big players like Waymo and Tesla Inc.—still working on driverless people haulers—are also developing robo-rigs.“There’s absolutely a market for this sort of thing,” said Sam Abuelsamid, an analyst with Navigant Research. “People don’t really care much about what goes on behind the scenes to get them the products they want. But the value of all the goods being moved is far more than ride-hailing applications.”To contact the authors of this story: Keith Naughton in Southfield at email@example.comMatthew Boyle in New York at firstname.lastname@example.orgTo contact the editor responsible for this story: Anne Riley Moffat at email@example.com, Chester DawsonFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
The Fed's two-day meeting is scheduled to start on June 19. The Fed will release a statement and announce its interest rate decision on the same day. Expert Jim Grant weighs in on the possibility of an interest rate cut.
(Bloomberg) -- Automakers won control over a choice swath of wireless spectrum 20 years ago on the promise of delivering safety innovations to vehicles.Now, after failing to deliver widespread breakthroughs, they’re at risk of losing those frequencies to Comcast Corp. and other cable companies that say they can use them to offer robust Wi-Fi links to subscribers.The years-long struggle between the industries is nearing an inflection point, with Federal Communications Commission Chairman Ajit Pai signaling he may consider new uses for the airwaves. Pai could announce as early as Tuesday that he’ll schedule a vote to re-examine the allocation at the commission’s meeting next month.“The spectrum, for 22 years, has not reached its highest valued use, and that’s part of the reason why I think it’s important to have an open conversation,” Pai said at a Senate hearing last week. “I’m not saying what the answer should be, I’m simply saying let’s ask the questions that would enable us to have an informed conversation.”That conversation has already kicked off a flurry of activity by stakeholders. A team at Ford Motor Co. gave Pai a ride in a specially outfitted F-150 pickup truck earlier this month. The idea was to demonstrate the technology that could, for example, warn of a scooter’s approach or judge when it’s safe to enter an intersection.“Grateful to Ford for showing us a glimpse of the future,” Pai said in a tweet after his parking-lot spin. “It’s important to have an open conversation about the future of this band” of airwaves.Ford and other carmakers including BMW AG and Toyota Motor Corp., don’t want to lose the rights they gained in 1999 from the FCC for a system designed to link cars, roadside beacons and traffic lights into a seamless wireless communication web to avoid collisions and heed speed limits.Yet after nearly two decades, deployments have been few. An Obama administration proposal to mandate the technology in new cars has been left to languish under the deregulatory agenda pursued by President Donald Trump. General Motors Co. introduced the first factory-equipped model, a Cadillac sedan, just two years ago. And in April, Toyota scrapped plans to equip its cars with the systems starting in 2021.Now even automakers are moving away the original system, and see greater promise in a newer method based on cellular radios -- the system in the F-150 that Ford showed off for the FCC’s Pai. Ford plans to begin equipping all of its U.S. vehicles with the systems starting in 2022.That is an issue for carmakers as the 1999 allocation of airwaves by the FCC locked them into the system envisioned then. They need new rules to use a cellular system, which is backed by several companies including Ford, Audi AG and gear maker Qualcomm Inc.Ford, in a statement, said it is “critical” for the FCC to allow the newer, cellular-based method to use the airwaves because it will become the dominant technology to connect vehicles, infrastructure and pedestrians.Cable providers have pounced, characterizing the currently mandated system as fostering “two decades of stagnation.”They’ve called for ending carmakers’ exclusive rights to the frequencies at 5.9 GHz and allocating all or most of the band to the Wi-Fi systems that carry web traffic for most cable customers.Some consumer groups agree. They include the Consumer Federation of America, the American Library Association, Public Knowledge and the Open Technology Institute at New America.“The best outcome for consumers is to move vehicle safety signaling to a different set of frequencies and allow next generation Wi-Fi to use 5.9 GHz,” Michael Calabrese, director of the Wireless Future Project at the Open Technology Institute, said in an email.Pai controls the FCC’s agenda, and his impatience ushers in a moment of promise -- and peril.“We could maintain the status quo” but “I am quite skeptical that this is a good idea,” Pai said in a speech last month to a gathering that celebrated the Wi-Fi signals used for connections in hotel lobbies, coffee shops and homes.Pai said it would take a formal rulemaking to allow greater Wi-Fi use of the swath, or to let automakers exploit the band for the cellular safety system.Skepticism has arisen within the Trump administration. Transportation Secretary Elaine Chao telephoned Pai to urge the FCC not to use its June meeting to commence its consideration of the airwaves, according to one official briefed on the matter who spoke on condition of anonymity because the conversation wasn’t public.While Transportation Department officials haven’t advanced the previous administration’s proposed mandate, they want autos to hold onto the airwaves.“Preserving the spectrum for transportation safety, which can save lives, is probably more important than slightly faster Wi-Fi,” Derek Kan, the Transportation Department’s undersecretary for policy, said in an interview June 3.To contact the reporters on this story: Todd Shields in Washington at firstname.lastname@example.org;Ryan Beene in Washington at email@example.comTo contact the editors responsible for this story: Jon Morgan at firstname.lastname@example.org, Elizabeth Wasserman, John HarneyFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
GM is one of many automakers trying to chase Tesla (TSLA) as the top electric and autonomous vehicle manufacturer, with plans to produce 20 models of electric cars by 2023.
For General Motors stock, the 200-day simple moving average is at $36.40, which makes it a stronger resistance level. This week, General Motors stock might continue to retest the support level near its 200-day simple moving average.
Taking cues from the broader market movement, most auto companies traded on a slightly positive note last week. General Motors, Fiat Chrysler, and Toyota rose 0.5%, 0.5%, and 1.6%, respectively.
(Bloomberg) -- A zero-emission Hummer sounds as paradoxical as non-alcoholic whiskey, but General Motors Co. is mulling over the idea of building an electric vehicle that would bring the defunct gas-guzzling brand back to life.For now, it’s just an idea GM is considering as it plans which vehicles will be included in a fleet of electrified SUVs and trucks, say people familiar with the matter. The Hummer name has surfaced as way to tap growing demand for rugged SUVs with off-road capabilities, while avoiding the gasoline-burning image that made the brand something of a pariah a decade ago, said the people, who asked not to be named because the conversations are private.Electric Hummer chatter comes as GM is looking to transform itself from a conventional, gas-powered-vehicle maker into what Chief Executive Officer Mary Barra calls an “all-electric future.” Hummer is one of many options GM is exploring as it races to develop the next generation of battery-powered vehicles. Several other car companies also are rushing to produce commercially viable electric-powered models.When asked about it, GM President Mark Reuss was unconvinced. “I love Hummer,” Reuss said on the sidelines of a press conference on June 12. “I’m not sure. We’re looking at everything.”Building an electric Hummer may never come to pass. Internally, the company looks at the idea as a ‘What If’ exercise when planning which models GM will build with its truck battery pack, say the people familiar with the discussions. Without electrification, GM would have a tough time selling a traditional Hummer in an era when emissions rules have become much stricter than in the brand’s heyday.Shares of General Motors rose 0.7% to $35.93 at 11:04 a.m. in New York.BEV3 ProjectGM is currently working on two major battery-electric vehicle programs. The first is its BEV3 project, which will develop passenger cars, crossover SUVs and a variety of other small and mid-sized models. That’s part of the automaker’s pledge to put 20 EVs on the road globally by 2023. The second program would make electric pickups and other full-size vehicles, some of which can go off-road.In its family of brands, GM has large SUVs -- such as the Chevrolet Suburban and Cadillac Escalade -- as well as hulking GMC vehicles including the Sierra truck and Yukon SUV. GMC also has Denali-labeled models that denote luxury and an AT4 brand for off-road capable trucks. Any of those potentially could be offered with electric powertrains, Reuss said.“It’s massive. There might be places where we go first that are not just heavy-duty work trucks but more style and capability for off-road,” he said. “There are lots of things that are very attractive.”GM kept Hummer after its 2009 bankruptcy but halted sales in 2010. Back then, the 10-miles-per-gallon Hummer H2 made the brand a symbol of automaker indifference to global warming. The vehicle was so heavy its weight placed it beyond the reach of federal government rules for fuel-economy tests, further enraging environmentalists. Hummer’s death knell came when oil soared past $100 a barrel, spiking gas prices and sinking sales.GM bought the brand in 1998, six years after AM General debuted it as a civilian version of the armored Humvee military vehicle made famous for its role in the Gulf War. Actor and former California Governor Arnold Schwarzenegger was an early and very public advocate for the brand and its first model, which later became known as the H1. GM sales started with the H2 model in 2002, a $60,000 SUV made using some parts from Chevy pickups and SUVs. It was a smash hit among buyers looking for brawn and bling, prompting the Detroit automaker to follow up with the mid-sized H3 SUV and H3T pickup truck.Demand for Hummer vehicles peaked in 2006 with U.S. sales of 71,524 vehicles, but fewer than 4,000 were sold by 2010, according to the Automotive News Data Center.Over the past few years, GM has been watching the growth of Jeep, the crown jewel and moneymaker of Fiat Chrysler Automobiles NV, and wondering if Hummer might win a piece of that market, said the people familiar with the brand discussions. GM sees an opportunity to compete with Jeep for off-road vehicles that have creature comforts commanding high premiums, two of the people said. The company’s designers have done work with Hummer concepts and have experimented with Hummer styling cues on future GMC brand models.Years AwayEven if GM goes through with a plan to make an electric Hummer, it would be years away. GM’s planned electric-truck project is well underway, but those models aren’t expected to launch until after the debut of the BEV3 architecture for smaller vehicles. Cadillac or one of the higher-volume brands would probably get some of the first models on the larger electric-truck-based platform.Earlier this year, GM was negotiating to form a joint venture with Rivian Automotive Inc., a startup electric-truck maker based outside Detroit. When the deal fell apart, GM accelerated development of its own battery-powered pickup and SUV program.It’s not alone in thinking there’s latent demand for large and luxury-market vehicles. When the GM deal died, Ford Motor Co. invested $500 million in Rivian with plans to build an electric pickup. And Jaguar Land Rover Holdings., which has a strong presence in large and luxury SUVs, will sell a plug-in hybrid version of the Range Rover this summer. The Indian-owned, British brand also has joined forces with BMW AG to work on electric drive.At its annual meeting on June 11, Tesla Inc. CEO Elon Musk said he is pushing hard to get an electric pickup truck that is capable of work duties but drives like a Porsche. He plans to show the vehicle this summer.Should GM decide to move forward with Hummer, it would need to rebuild the brand’s marketing and retail strategy. The automaker could sell Hummers in Cadillac or Buick-GMC dealerships -- for example in a small, brand-dedicated showroom. Previously GM gave specific franchises to separate Hummer dealers, who were disgruntled when sales ended. That alone could be a hurdle for greenlighting a resuscitated Hummer brand, one of the people said.Whatever happens, GM won’t be the first to think of an electric Hummer. Schwarzenegger worked with Kriesel Electric to put a battery and EV motor in his own H1 two years ago -- pioneering a zero-emission version of a vehicle that once went by the tagline “Like Nothing Else.”(Updates with details on GM’s internal debate in fifth paragraph.)\--With assistance from Kyle Lahucik.To contact the reporter on this story: David Welch in Southfield at email@example.comTo contact the editors responsible for this story: Chester Dawson at firstname.lastname@example.org, Melinda GrenierFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
(Bloomberg) -- When a group of 17 of the world’s largest automakers sent a letter to President Donald Trump on June 6 asking him to compromise with California on vehicle-emission standards, one company was notably absent from the list of signatories: Fiat Chrysler Automobiles NV.That holdout stance is not atypical for the automaker, known for its Jeep SUVs, beefy pickup trucks and Italian sports cars. Most automakers have called for tapping the brakes by making adjustments to national fuel-economy and emissions standards in light of low gasoline prices and soaring SUV sales. But Fiat Chrysler’s public comments hew closer to the Trump administration’s reverse shift on Obama-era regulations.“They are looking out for their own best interest, as every company and every person does at the end of the day,” said Brett Smith, director of propulsion technology and energy infrastructure at the nonprofit Center for Automotive Research.General Motors Co. suggested a national mandate for electric vehicles in 2021 in its written comments to regulators. Honda Motor Co. called for “strong 2025 targets” and said it did not support a Trump administration proposal to freeze the standards. Ford Motor Co.’s top executives said publicly they “support increasing clean-car standards through 2025 and are not asking for a rollback.”In its written comments submitted to regulators last year, Fiat Chrysler said it agrees with one of the Trump administration’s central arguments: Stricter fuel-efficiency mandates drive up new vehicle prices, keeping older, dirtier and less-safe cars on the road longer. It said this could undermine the very air quality and safety benefits the Environmental Protection Agency and National Highway Traffic Safety Administration rules aim to deliver.The EPA and NHTSA are preparing a final rule now that could differ from the post-2020 freeze the agencies recommended last year.“Our support for one national program and the mid-term evaluation remains unchanged,” Fiat Chrysler said in an emailed statement last week after its peers’ letter became public. “It was made clear when we were one of just two automakers to testify last September at hearings held by the EPA and NHTSA.”Shares of Fiat Chrysler rose 1.7% to $13.50 at 10:23 a.m. in New York.When the Trump administration proposed stripping California of its authority to limit tailpipe greenhouse-gas emissions last August, Fiat Chrysler made one of the industry’s strongest public endorsements of the federal government’s right to do so.“It remains our hope that conflicts over preemption will be avoided by an agreement,” the automaker wrote in comments submitted to the government last October. “However, in the absence of such an agreement, FCA agrees that the law gives the federal government the authority to preempt state standards that are directly related to fuel economy.”Fuel-Economy LaggardThe Trump administration in February terminated months of talks between federal regulators and California officials about a common standard. Automakers have urged the two sides to reach an agreement to avert a prolonged legal battle with California, but the White House has rejected that appeal. A dozen other states adhere to California’s emissions rules -- a bloc that accounts for more than a third of U.S. auto sales.Fiat Chrysler was among the first car companies to abandon sedans and, according to market research firm Edmunds, its model lineup has the lowest average fuel economy among the six biggest automakers. But almost every major manufacturer is boosting production of higher-emission SUVs and trucks for the U.S. market.The industry acted in unison urging the Obama administration to adjust fuel economy and cried foul when the EPA in 2016 determined no changes were needed, months earlier than expected. Automakers quickly appealed to a newly elected Trump early in 2017 for relief. The plea for a compromise between California and federal regulators reflects a desire to avoid costs from a split standard and the potential for years of uncertainty caused by a courtroom battle over the rules.“It’s important for them to communicate through the general public that yes, in a way, they very much do care about the environment, but they also understand they have a market to serve and to try to sell to,” Smith said.Under Chief Executive Officer Mike Manley, who took over last July, Fiat Chrysler has ramped up plans to electrify its lineup, in part to stay competitive in China and Europe where emissions standards are tougher. The automaker still stands to benefit the most from Trump’s proposed freeze, according to Alan Baum, an independent auto analyst in West Bloomfield, Michigan.“They’re way behind, by design, on electrics and hybrids,” Baum said. “To the extent there’s any improvement or required improvement in fuel economy, that’s really tough for them.”The Italian-American company has been a laggard even by industry standards. It ranked last among 13 car companies for both fuel economy and carbon emissions in the EPA’s evaluation of 2017 model-year sales. Its late CEO Sergio Marchionne publicly griped about having to sell a money-losing battery electric vehicle in California to meet that state’s more stringent emissions standards.The company has pointed out that demand for low-emissions models remains muted in much of the country, with hybrid and plug-in electric vehicles accounting for just 1.5% of U.S. vehicle sales through July of last year, according to IHS estimates. “The final rule must be based on the market realities of today,” Fiat Chrysler said in its written testimony on emissions-policy revisions.(Adds share price in 8th paragraph.)\--With assistance from Ryan Beene.To contact the reporter on this story: Gabrielle Coppola in New York at email@example.comTo contact the editors responsible for this story: Chester Dawson at firstname.lastname@example.org, Cécile Daurat, Kevin MillerFor more articles like this, please visit us at bloomberg.com©2019 Bloomberg L.P.
Car sales in China, the world’s biggest automotive market, fell year-over-year in 2018 for the first time in more than two decades. Automotive sales have contracted in China for 11 consecutive months now. The slowdown only seems to be deepening, and last month, China’s car sales fell a whopping 16.4%.