Fortis: Q1 Earnings Snapshot
ST. JOHN`S, Newfoundland (AP) — ST. JOHN`S, Newfoundland (AP) — Fortis Inc. (FTS) on Wednesday reported first-quarter net income of $362.2 million.
The St. john`S, Newfoundland-based company said it had net income of 70 cents per share.
The results topped Wall Street expectations. The average estimate of six analysts surveyed by Zacks Investment Research was for earnings of 69 cents per share.
The electric and gas utility posted revenue of $2.33 billion in the period.
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San Francisco Chronicle
3 hours ago
- San Francisco Chronicle
Nordstrom is coming back to San Francisco — but not how you remember it
The move comes nearly two years after the retailer's dramatic departure from downtown San Francisco, where it closed both its flagship store at Westfield Mall and a nearby Nordstrom Rack in 2023. Unlike its full-scale department stores, the upcoming 1,648-square-foot Nordstrom Local, set to open at 1919 Fillmore St., will not carry traditional retail inventory. Instead, it will function as a neighborhood hub offering online order pickups, returns, tailoring and personal styling appointments. The space will feature eight dressing rooms, a styling suite, and customer amenities including same-day delivery — and even a glass of wine or beer during visits. 'We're welcoming Nordstrom back,' said Planning Commission President Lydia So during the hearing. 'And we're welcoming whoever else wants to come back — or those who never considered coming here because things are hard.' After months of debate and outreach, the commission approved the proposal in a 5–2 vote. Still, the decision was not without controversy. Several residents and small business owners voiced concern that the store would worsen traffic congestion and fail to align with the neighborhood's character. 'This will increase traffic and hurt small businesses,' wrote Sharon Esker, who has lived in the neighborhood since 1969. 'It is not a retail store and I would like a better alternative to this space.' Neighbor Ditka Reiner criticized the landlord's decision to lease to a national retailer, noting that 'chain stores typically contribute to rising rents that push out small, local, independent businesses that are the backbone of a city.' The storefront, previously home to Minted, has been vacant since the early days of the pandemic and has become a symbol of the city's broader commercial vacancy crisis. But support for the project also came from a number of Fillmore Street merchants. 'Nordstrom has long been a responsible and engaged member of San Francisco's business landscape,' wrote Molly Leonetti, president of local boutique Clare V. 'Their presence will not only bring new energy to Fillmore Street but also support the success of neighboring businesses, including ours.' Andrew Graham, vice president of sales at San Francisco-based Marine Layer, agreed. 'Their convenient services, from order pickups to alterations, will attract customers who are likely to explore and shop at nearby stores, further strengthening the local economy,' he wrote. The debate around Nordstrom's return underscores ongoing tensions in San Francisco's recovery, between attracting commercial tenants to fill empty storefronts and preserving the unique character of neighborhood retail corridors.
Business Insider
3 hours ago
- Business Insider
Real estate investors say mid-term rentals are the 'sweet spot,' offering a way around Airbnb red tape and more cash flow than long-term rentals
When the COVID pandemic erased virtually all of Zeona McIntyre's Airbnb bookings, she found a solution in mid-term rentals. "I was really open to doing whatever I needed to get my properties rented," the Colorado-based property investor told Business Insider. She started listing her properties on Furnished Finder, which is geared toward traveling professionals and specializes in 30-day plus stays, and was surprised by the hit rate and relative ease of the process. "I realized there are tons of people looking all the time for longer stays — and longer stays are kind of awesome because people don't need as much from you. They're OK to go buy their own toilet paper and change the batteries because they're living there." What started as an attempt to combat Airbnb vacancies evolved into her preferred rental strategy. "My bread-and-butter is these mid-term rentals," said McIntyre, who is the author of " 30-Day Stay." "I want a longer tenant in there, and I don't want to have to think about it for three months." Massachusetts-based investor Dana Bull also pivoted to mid-term rentals, but for a different reason: to withstand rising interest rates. The average 30-year fixed mortgage rate surged to 8% in 2023 and lingered in the 6s and 7s in 2024. Higher interest rates mean higher monthly payments, which can eat into an investor's cash flow. Bull has been renting to long-term tenants for more than a decade, but to make the numbers work on her most recent acquisition, a charming single-family home she found in 2023 and couldn't pass up, she turned to mid-term rentals, which she says are more time-intensive, but also more profitable. The 'sweet spot' of rentals Real estate investors tend to agree that, while long-term rentals can produce consistent, relatively passive income, these leases generate less revenue a month compared to short-term rentals. However, short-term rental properties present unique challenges, such as constant tenant turnover, managing multiple bookings, and ever-evolving country-specific rules and regulations. Then, there are mid-term rentals — or, the "sweet spot" of real-estate investing, according to McIntyre — which are properties listed for longer than 30 days but less than a year. In her experience, they're "a whole different vibe from short-term rentals and way less stressful." One major stressor she faced in hosting on Airbnb and VRBO was the evolving rules around permits and licenses. "Short-term rentals have been under scrutiny, and the ever-tightening regulations are constantly changing," she said. "But there is sort of this magic number that, as soon as a listing is over 30 days, these rentals get classified into a long-term rental bucket and then you don't have the extra taxes or have to have a short-term rental permit." That was a contributing factor in Manny Reyna's decision to incorporate mid-term rentals into his overall strategy. "Within San Antonio, you need an STR permit through the city," said Reyna, who rents two single-family homes and two tiny homes in the San Antonio metro. "The permit is $450 just to apply, and you have to pay county taxes and city taxes on the revenue. It's called a hotel tax, and it's really high." However, if you're listing a 30-day stay, "you don't necessarily have to worry about the STR taxes," said Reyna. "It's a little bit of a loophole, if you will. It's also a good middle ground, because the cash flow is higher than long-term rentals." That said, hosting mid-term stays will require upfront work. You're catering to a completely different customer, and leasing can be a challenge because mid-term rentals are less mainstream, explained Bull. "If you want a long-term rental, you know you're going to be on Zillow or work with a real-estate agent. If you want a short-term rental, you also have set channels: You have Airbnb, Vrbo." The equivalent for mid-term rentals is Furnished Finder, "but it's not very well known, and it's not nearly as big as something like Airbnb," she said. A hybrid approach While Reyna prefers mid-term tenants, he wants to cater to a broad customer base and still lists his properties on Airbnb, VRBO, Hipcamp, and Facebook Marketplace when there's a gap between mid-term tenants. "I try to do a shotgun approach to see who's going to bite first," he said. Seattle-based investor Peter Keane-Rivera also uses a hybrid model for his 70s-themed " Groovy Guest House," which he initially listed exclusively as a short-term vacation rental. He enjoys the work that goes into managing a short-term rental — "it does allow you to provide a unique service and really to have control over the quality of that service," he said — but offering 30-plus day stays will generate more consistent revenue during the slow season when people are traveling less. "In the summertime, it pulls in a lot — in June and July, I made almost $5,000 on a one-bedroom in the outskirts of Seattle," he said, referring to the Airbnb income. "But in the wintertime, there are lower margins. I'd rather get something closer to market rent rates, not have to worry about it for four to five months during the slowest seasons, and then spin it back up for spring, summer, and fall to maximize the return." Toggling between short- and mid-term rentals is "a real asset," he said, adding that if he expands to a second Airbnb unit, he'd use the same strategy. "For eight months out of the year, I'd run it as an Airbnb and then during the low season, run it as a mid-term rental."
USA Today
3 hours ago
- USA Today
Small Michigan auto suppliers face a tariff crisis with thousands of jobs at risk
Small Michigan auto suppliers face a tariff crisis with thousands of jobs at risk Show Caption Hide Caption Appeals court allows Trump tariffs while appeal plays out An appeals court ruled the Trump administration will be allowed to levy tariffs while an appeal on previous court rulings plays out. Michigan auto parts suppliers are struggling with the 25% tariffs imposed by President Trump on imported vehicles and parts. Smaller suppliers are especially vulnerable, facing potential job losses and business closures due to increased costs. Industry experts warn that tariffs could lead to supplier consolidation, potentially driving up prices for consumers. Michigan-based auto parts suppliers are getting creative in their attempts to mitigate President Donald Trump's 25% tariffs on imported vehicles and auto parts. They must, because many industry experts worry the tariffs could put smaller players — which constitute the bulk of auto suppliers — out of business and result in widespread job losses. Take Michigan-based Lucerne International in Auburn Hills, which is looking for the U.S. government to grant it foreign trade zone status to help it delay its tariff bills and free up its cash flow. Another supplier, Team 1 Plastics Inc., is reassessing its business model, including what to do about a much-needed factory expansion that may no longer be affordable. Still others are asking automakers to help foot the bill. 'We've had a lot to think about when you take an industry that is as far-flung as the supply base is in automotive, and then throw in tariffs.' said Gary Grigowski, vice president of Team 1 Plastics, Inc. Adds Lucerne CEO Mary Buchzeiger, "I wake up in the morning and I deal with tariffs. I go to bed and I deal with tariffs. Then the policy keeps changing and when that playbook continuously keeps changing and we don't know what is going to happen two weeks from now … that's a challenge for any industry.' In Michigan, auto parts suppliers are huge employers and contributors to the economy. While experts believe the big suppliers will adapt to tariffs, it's all those smaller companies, such as Team 1 Plastics, which has just 80 employees, that industry observers worry about. In case you missed it: Economists estimate new tariff costs to range between $2,000 to $12,000 per vehicle "University of Michigan economists said tariffs on the auto industry, along with steel and aluminum, can be expected to reduce employment by roughly 13,000 jobs over the next several years. That's a lot of jobs," said Glenn Stevens, executive director of MichAuto. "This is what we've been concerned about because our industry is so tied to Mexico and Canada and the global auto supply chain. We were concerned that the tariff situation would cause an outsized impact on Michigan's economy.' Industry consolidation could drive up prices On May 28, the U.S. Court of International Trade ruled that the president had overstepped his authority in imposing 'reciprocal' tariffs globally, as well as duties on Canada and Mexico. Some in the auto industry said they were encouraged by the ruling, until they realized that the tariffs Trump put on autos still apply, providing no relief from the worry over possible supplier consolidation and job losses. The next day, an appeals court ruled Trump can continue to levy tariffs — which are taxes an importer pays on goods when they cross borders — while challenging the court order that had blocked them. Stevens said there are 'absolutely conversations going on' between suppliers and their customers, including automakers, about ways to shoulder the extra tariff costs together. 'When you have a tremendous increase in costs … that has to either be absorbed by the company, which is very difficult for small suppliers, or passed along to the customer,' Stevens said. 'What we don't want is it passed to the consumer, because that means repressed demand and lower sales, which leads to job losses. It's a fine balancing act.' Other industry experts report that the topic of the day among suppliers is how to remain solvent when faced with the tariffs potentially eating up their operating cash. "We are actively speaking with the tiered supplier community about this topic," said Joe McCabe, CEO of AutoForecast Solutions. "Everyone is taking the tariff talks seriously and looking at ways to improve efficiencies internally and investigate secondary supply strategies. The further down the supply chain you go, the more exposed the supplier will be." McCabe said the Tier 1 suppliers are in the strongest position to adapt to tariffs. They are bigger suppliers that sell directly to automakers. They have a diverse product portfolio to either relocate production and/or pressure the lower-tier suppliers — those companies that sell parts to the Tier 1 supplier — with price-reduction demands while investigating new suppliers in low-to-zero tariff regions. But in times of volatility, there has always been concern that the smaller suppliers will not be able to weather the storm, allowing larger suppliers to buy the distressed suppliers on the cheap and strengthen their product portfolio, McCabe said. As the number of suppliers dwindles, it could allow those that remain to strong-arm carmakers on the prices they pay for the parts, he said. The number of suppliers According to U.S. Census data in 2022, 3,814 firms operated at least one plant classified as producing auto parts in the United States, with a total of 4,846 plants in this industry. Those plants shipped $278.24 billion in parts and employed 575,338 people, said Jason Miller, a supply chain management professor at Michigan State University. Even the small suppliers shoulder big economic muscle. Miller said 3,045 companies with fewer than 100 employees operated 3,111 manufacturing plants that shipped $17.66 billion in parts and employed 54,561 people. In Michigan alone, data from the Upjohn Institute, a nonprofit, nonpartisan research center in Michigan, calculates that the state has 117,675 auto supplier jobs. Team 1: A typical small supplier On an afternoon in mid-May, Grigowski drives down the highway, going from meeting to meeting as he talks on the phone to the Free Press about his ever-growing to-do list to mitigate the impact tariffs will have on his company. The company, Team 1 Plastics in Albion, Michigan, is a small supplier, bringing in about $20 million in annual revenue. Its size represents the bulk of companies that make up the auto parts supplier base, Grigowski said. "We're little companies in little towns," Grigowski said. "We employ 80 people, so it's a big deal in a town of 7,000. And we have one location, so we're making decisions that impact everything." Team 1 makes the plastic vehicle parts such as covers, switch components or underhood components. Its business is "almost 100% automotive with a little bit of plumbing," Grigowski said. It provides parts to suppliers that eventually end up on vehicles made by General Motors, Ford Motor Co., Stellantis, Toyota, Honda and Subaru, he said. The parts they make are links in the complex supply chain that weaves across North America. The good news for Team 1 is that some of the materials it uses to make plastic parts are made in the United States, so the company dodges paying tariffs there. But dies used to make other parts will face tariffs and have "a very big impact" on the company's books, Grigowski said. Team 1's troubles Grigowski said the dies, which are used to shape or form plastic into the parts, are made from suppliers in Canada and India. India is subject to a 10% tariff, but Canada and Mexico got 25%. "That was a big surprise for us — 25% is a lot," Grigowski said. "A typical die cost might be $70,000, so that's going to be $17,500 more. So it's a lot of money. We typically get 10 dies a year from Canada, so that's $175,000 more. That's real money were I come from.' Grigowski said it is unclear whether the dies will be exempt from the Canada tariffs for being compliant with the U.S-Mexico-Canada Agreement because it is not a part, but rather a piece of capital equipment. "It's unclear if that will be covered or not" under the exemption, Grigowski said. "We will have to figure it out in the next week or so" before putting in new orders. If the dies are not exempt, he said the extra cost for the tariff will be passed onto Team 1's customers. As for the dies Team 1 already ordered before the tariffs were applied, it already had quoted its prices to its customers so it will not raise those prices to offset the added expense. He said some companies in Michigan make dies, but they don't have enough capacity to meet all the suppliers' needs. And, as those companies get busier, they will raise their prices too. On top of that problem, Team 1 also needs a new injection molding machine, which is made in Japan. Grigowski ordered a new one even though the 24% tariff on goods coming from Japan tacks on $72,000 to its price tag. He is hoping the tariff on Japan will be lowered to 10%, bring down the bill to $30,000. It would be less of an impact, "but it's still painful," he said. Finally, because Team 1 has added new clients in recent years, it has outgrown its facilities and needs to make a 50% expansion to its plant. It got a construction quote six months ago and had hoped to break ground this summer. But Grigowski said he has to get a new quote now because of the recently imposed 25% tariffs on imported steel and aluminum. "We're using an American company and an American building supplier and they will use as many American parts as they can, but they will probably import some of the steel and even if they didn't, the domestics will raise their price because they can," Grigowski said. "So it's a lot of things for a company our size to keep track of." He said it's a tough situation that feeds his bigger fear, which is "nothing we hear sounds like it's going to lower the price of the car.' "Cars are already super pricey for most customers," Grigowski said. According to Cox Automotive, in April the average transaction price for a new car was $48,699. "Which means, it could lead to lower volumes for us. Lower volume is never good.' A bigger supplier's strategies Across the state in Auburn Hills, Lucerne International, which makes chassis, powertrains and body structural components for passenger cars and commercial vehicles, is a bigger supplier at the tier one and tier two levels. CEO Buchzeiger declined to provide Lucerne's annual revenue or employee count, but she has been grappling with Trump tariffs since 2018 because of Lucerne's scale and reach into Asia. Trump was threatening to boost tariffs on China to 25% back then too. So she has learned a thing or two about mitigating tariffs that she's willing to pass on to smaller suppliers to help them. "The biggest issue with the supply base, especially with paying more cash up front, is cash flow and liquidity," Buchzeiger said. "The smaller suppliers can't pay that up front … it sucks cash flow out of your organization." Buchzeiger said her company has been working to get more of its supplies from domestic providers. She shares other strategies, such as what to do when the goods clear a port, as duties are due within seven to 10 days. Sometimes, the goods "aren't even at our door yet and the tariffs are due," Buchzeiger said. To offset that problem, Lucerne signed up for a U.S. Customs and Border Protection program called Periodic Monthly Statement, Buchzeiger said. That program allows a company to pay all the tariffs on the 15th of the month. So if the parts clear the border on the 16th, the company has a full month to pay it, she said. Buchzeiger said the company is also applying to be a foreign trade zone. "That allows us to bring the goods in and sit on them and not pay duties until they clear our door because we're considered a foreign trade zone," Buchzeiger said. "It's just to save millions of dollars in our cash flow because the longer we hold onto our money, the better." Buchzeiger agrees with the president's goal that more goods should be made in America. But she said to make that happen, tariffs have to be executed strategically. The U.S. aluminum manufacturers, for example, can produce only 15% of the aluminum her company requires, she said. So Lurcerne has to import 85% of it. With the 25% tariffs on aluminum now, "you just made me uncompetitive to manufacture here. To help me manufacture here, you have to understand where raw materials come from.' Find 'a path out' Like Grigowski, Buchzeiger believes tariffs will raise new vehicle prices. Buchzeiger is on the board for MEMA and MichAuto and she said the expectation is tariffs will drive up the average price of a new car by $5,000 to $7,000. As for the impact on jobs, MEMA, the group that represents the auto parts supplier industry, told the Free Press it did not have a precise estimate for supplier job losses so far due to tariffs. But it referred to the Bureau of Labor Statistics' April report that noted a national net decline of 5,800 U.S. jobs in motor vehicle and parts production since February. The bureau does not distinguish between parts and vehicle manufacturing. In March, steelmaker Cleveland-Cliffs Inc. said it would idle some operations at its Dearborn plant this summer, tied to tariffs. It said it will lay off about 600 employees. In a statement at the time, the company said, 'We believe that, once President Trump's policies take full effect and automotive production is re-shored, we should be able to resume steel production at Dearborn Works.' But MEMA spokesperson Megan Gardner said that based on its internal surveys, a growing number of MEMA's 1,000 members have reported reducing U.S. employment — both production and nonproduction — and investment since the tariffs went into effect. She said many indicated they expect to make further cuts if tariffs remain in place over the next year. Still, Grigowski said he is sticking to his plan to hire a couple people this fall to work on that new machine from Japan. He even sees a potential upside to tariffs if some work that is currently done in Mexico shifts over to Team 1. 'That's a very real possibility," Grigowski said. "We've had some additional inquiries from a Canadian company." He also believes the Trump administration will negotiate tariffs country by country and come up with something workable for the auto industry, creating a "path out" of his problems. "It's like COVID. When it first happened, we thought we'd have to shut our plant down. Then we saw a path out," Grigowski said. "Ultimately, if these tariffs were to stay in place and they drove volumes down dramatically, then yeah, we'd have to make adjustments. We have to hope cooler heads will prevail. We're in a good financial position that we can wait for a solution. I feel like it's a significant problem, but a problem we can start to work.' Jamie L. LaReau is the senior autos writer who covers Ford Motor Co. for the Detroit Free Press. Contact Jamie at jlareau@ Follow her on Twitter @jlareauan. To sign up for our autos newsletter. Become a subscriber.
