Barclays Remains a Buy on Coterra Energy (CTRA)
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According to TipRanks, Jiang is an analyst with an average return of -2.3% and a 41.28% success rate. Jiang covers the Energy sector, focusing on stocks such as Chevron, Expand Energy, and APA.
In addition to Barclays, Coterra Energy also received a Buy from Mizuho Securities's Nitin Kumar CFA in a report issued on July 11. However, on June 30, Goldman Sachs maintained a Hold rating on Coterra Energy (NYSE: CTRA).
CTRA market cap is currently $19.3B and has a P/E ratio of 14.76.
Based on the recent corporate insider activity of 39 insiders, corporate insider sentiment is negative on the stock. This means that over the past quarter there has been an increase of insiders selling their shares of CTRA in relation to earlier this year. Most recently, in May 2025, Stephen Bell, the EVP – Business Development of CTRA sold 100,000.00 shares for a total of $2,525,000.00.
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CBC
31 minutes ago
- CBC
As Detroit 3 automakers report tariff blows, experts say a trade deal is the only solution
The Detroit Three automakers are taking a big hit from the Trump administration's tariffs, and industry experts say only one thing can stop the bleeding for the North American auto industry — a trade deal with low tariff rates for the industry. General Motors, Ford and Stellantis have all reported tariff impacts in the billions on recent earnings calls. Ford said on Wednesday that it took an $800-million US (about $1.1 billion Cdn) hit for the second quarter as a result of tariffs. Ford CEO Jim Farley said the company is in daily contact with the White House, with an ultimate goal of reducing its tariff costs, especially on parts tariffs. "We see there's a lot of upside depending on how the negotiation goes with the administration," Farley said. This comes after General Motors said last week that tariffs cost the company $1.1 billion US (about $1.52 billion Cdn) in its second quarter. Chief financial officer Paul Jacobson said the tariff impact for the full year could reach $4 or $5 billion US, though GM is working to offset that with "manufacturing adjustments, targeted cost initiatives and consistent pricing." "Over time, we remain confident that our total tariff expense will come down as bilateral trade deals emerge and our sourcing and production adjustments are implemented," Jacobson said on the company's quarterly earnings call. On its own earnings call on Tuesday, Stellantis also said tariffs were having a major impact, and could add up to the tune of 1.5 billion euros (about $2.4 billion Cdn) this year. Since April, a 25 per cent tariff rate on all finished cars going into the U.S. has applied, regardless of what country they're made in. But under the Canada-United States-Mexico trade agreement (CUSMA), that rate only applies to the non-U.S. content of a car. So far, that cost hasn't made its way into car prices — GM said pricing "remains stable" for the second quarter, and added pricing assumptions for North America for the rest of the year are unchanged. Ford also said it expected net pricing to remain "flat." Industry analyst Sam Fiorani said it isn't entirely surprising that companies are choosing to eat the cost of tariffs thus far. "The car companies can't really push the tariffs through directly yet, because we're in this period of flux, we don't know what the end point will be," Fiorani said. Raising prices by 10 or 15 per cent for now and then lowering them if tariffs come back down isn't an option, he explained, because any customers who just bought the car when it was at the higher rate would be upset with the change. If they do raise any prices, that would have to be longer term. Autoworkers feeling the impact While folks buying cars have been spared the cost of tariffs for the time being, workers in the auto industry haven't been so lucky. Lana Payne, national president of Unifor, which represents some 40,000 autoparts and assembly workers in Canada, says tariffs have resulted in lost work and investment within Canada. In May, GM laid off 750 autoworkers at its Oshawa, Ont., plant when it cut a shift. Windsor's Stellantis assembly plant is also alternating between full production levels, a reduced schedule and full shutdowns throughout the summer. And Stellantis's Brampton, Ont., plant also paused retooling in recent months, with workers there recently telling media they were growing increasingly concerned about when work would resume. "The carnage is building up," Payne said. "Pretty much across the entire auto sector, there has been an impact of some kind or another, depending on the facility and the community." WATCH | Auto expert discusses Windsor Assembly Plant's future given Stellantis earnings: The Windsor Assembly Plant could be in trouble if tariffs don't disappear, as company posts losses: Auto expert 9 days ago The Windsor Assembly Plant could be in serious trouble if tariffs don't go away, a leading automotive expert says, as U.S. President Donald Trump renews threats of tariffs. It comes as the company says preliminary estimates show a nearly $4-billion loss in the first half of this year. The CBC's Katerina Georgieva reports. If tariffs on autos are here to stay, Payne says she expects more of these production cuts and pauses to pile up. That's why she says it's "crucial" that a trade deal between Canada and the U.S. sets tariffs on autos at zero — something she's been working to articulate to folks in government. "We've been very clear to the government what our red lines are," Payne said. "Even though we're facing a deadline right now of August 1st … we're much better off having no deal than a bad deal that will result in a continued bleed of investment and jobs out of this country." Only thing that will help is a trade deal While he doesn't have a prediction for Canada's trade deal, president and CEO of Global Automakers of Canada David Adams says he hopes the rate will be zero, at the very least for CUSMA-compliant cars and parts. "The reality is that any tariff is problematic," Adams said. "If you start doing the math … you're talking, you know, billions [of] dollars per year in terms of the extra cost associated with the tariff." At any rate higher than zero, he says automakers would slowly start to shift production to the U.S. Adams says it won't necessarily be easy to strike an agreement, and that Canada should be very careful about what it puts on the table, given the free trade deal between the U.S., Canada and Mexico is up for review in 2026. So far, goods that are subject to that deal have been sheltered from any tariffs, which has helped Canada weather the tariff storm. WATCH | Why the American auto industry needs the Canadian market: Why the American auto industry needs the Canadian market 28 days ago "We don't have a lot of cards to play, and we need to play the cards that we do have very carefully and strategically," Adams said. Given that the European Union and Japan recently reached deals with the U.S. that will allow those countries to sell products to Americans at a 15 per cent rate, Fiorani says he expects cars and parts not covered by CUSMA might face a similar rate. Fiorani said the deals with the EU and Japan are a sore spot for car companies and suppliers in North America, given that rates for cars coming from Europe or Japan are lower than the 25 per cent currently on cars from Canada. "These are companies that have built their business case on shipping parts across the border. And now they're competing with vehicles that are coming from either the EU, U.K. or Japan, with potentially a lower tariff than they're currently applying to Canadian parts and vehicles," Fiorani said. That said, Fiorani points out that the deals that U.S. President Donald Trump has struck so far are still "handshakes at best," as none of them have yet been signed on paper, which means that reality could still change. In the long term, Greig Mordue, an associate professor at McMaster University in Hamilton, says putting any kinds of tariffs on the auto sector would be a dismantling of the last 60 years of North America's joint auto industry. And while that won't happen overnight, Mordue says Canada will need to find ways to distance itself from the U.S. in the long run. He added that while the Detroit Three have been the focus of the auto sector in North America historically, they don't produce as many cars in Canada anymore. And of the 1.3 million cars made here in 2024, 533,000 were Toyotas and 420,550 were Honda models. Given that, and the global shift from gas-powered cars to electric vehicles, he says Canada should try to find partnerships abroad.
CBC
31 minutes ago
- CBC
This is the court case that could kneecap most Trump tariffs
Most of the tariffs that U.S. President Donald Trump has imposed on countries around the world face a crucial legal test on Thursday. The hearing before the U.S. Court of Appeal for the Federal Circuit involves a pair of lawsuits challenging the 25 per cent tariff Trump levied on imports from Canada and Mexico in March and what Trump called his "Liberation Day" tariffs, imposed on nearly every other country in April. At issue is whether Trump's justifications for the tariffs hold any legal water, given the president has limited powers to levy duties on foreign countries. Canada is watching the case closely because of its implications for the tariffs Trump imposed ostensibly to combat cross-border fentanyl trafficking — tariffs that he's threatening to raise to 35 per cent on Friday. Todd Tucker, director of industrial policy and trade at the Roosevelt Institute, a Washington think-tank, says the legal challenge to Trump's tariffs has global economic implications. "Trump is disrupting global trade relations in a way that we haven't seen since the 1930s," Tucker said in an interview with CBC News. WATCH | Carney on European Union's trade deal with U.S.: Carney says Canada is 'in a different position' than EU on trade deal with U.S. 3 days ago When asked by a reporter if Canada could see a similar trade deal with the United States as the European Union's, which includes a 15 per cent tariff, Prime Minister Mark Carney said Europe and Canada have different relationships with the U.S., particularly because the U.S. needs Canadian energy. "Some kind of favourable, even partial victory for the plaintiffs in these cases will sort of put the global economy back on a more secure footing," he said. The case, which has moved further through the courts than any other legal challenge of Trump's tariffs, brings together two related lawsuits: Five small businesses, led by a New York wine importer, challenging the Liberation Day tariffs. Twelve states, led by Oregon, challenging both the Liberation Day tariffs and the tariffs on Canada and Mexico. Both sets of plaintiffs won their case at the U.S. Court of International Trade in late May. That ruling found the president overstepped his authority under the International Emergency Economic Powers Act (IEEPA), the statute Trump used to impose both sets of tariffs. Oral arguments take place Thursday in the Trump administration's appeal of that ruling Jeffrey Schwab, senior counsel at Liberty Justice Center, a non-profit public interest litigation firm representing the five small businesses, says the case aims to rein in what he describes as presidential overreach. "The case is about whether the president has the power to unilaterally impose tariffs on any country he wants, at any rate he wants, at any time he wants, for any reason he wants," said Schwab in an interview with CBC News. "Congress ultimately has that power under our constitution, and although Congress can delegate that power to the president, they have not done so." Do tariffs 'deal with' fentanyl crisis? The IEEPA gives the president the authority to use emergency economic measures to "deal with any unusual and extraordinary threat … to the national security, foreign policy, or economy of the United States." The Trump administration's argument — both in his executive order levying the tariffs on Canada and in its legal brief filed for the appeal — is that the flow of fentanyl across the country's northern border constitutes that "unusual and extraordinary threat." The administration claimed the tariffs "deal with" the fentanyl threat by giving the U.S. leverage to pressure Canada to address the issue. Trump's justification for the tariffs on Mexico is similar: that drug trafficking and illegal immigration across the southern border constitute an emergency, and that tariffs provide leverage to force the Mexican government to take action. But the Court of International Trade didn't buy those arguments. WATCH | Canada might not get deal on tariffs by deadline, says Trump: Trump says U.S. 'hasn't had a lot of luck with Canada' in trade talks 5 days ago 'Pretty major national significance' The court ruled that the tariffs on Canada and Mexico do not actually deal with the specific threats Trump cited. It also ruled that the "Liberation Day" tariffs were applied too broadly across the globe to be truly addressing an emergency. That ruling struck down both sets of tariffs, but almost immediately, the Trump administration requested and obtained a stay, which meant the tariffs have continued to apply. Molly Nixon, a Washington-based attorney at Pacific Legal Foundation, a national public interest firm, says whichever side wins the appeal, it's very likely headed to the U.S. Supreme Court. "This is a question of pretty major national significance," Nixon told CBC News. "I would be very surprised if the Supreme Court didn't review the case." No president before Trump has used the IEEPA to impose tariffs. His predecessors have used its powers to levy sanctions on enemy regimes, to ban transactions with groups that are deemed terrorist organizations or to freeze the assets of designated transnational criminal organizations. Small business owner 'deeply invested' in case While Canadians are predominantly interested in the case for its impact on the fentanyl tariffs, David Levi, an electrical engineer in Charlottesville, Va., is deeply invested in the "Liberation Day" side of the case. Levi owns MicroKits, a small business that designs and sells make-them-yourself gadget kits and musical instruments. His company is one of the five small-business plaintiffs pursuing the lawsuit. "The tariffs really affect me, because I have to buy parts internationally," Levi said, adding that the high tariff rates announced on Chinese imports and the uncertainty over costs disrupted his business. "My worker who actually puts all the parts together, her hours have been cut 40 per cent and in the last three or four months we've missed out on thousands of units of production," he said. WATCH | Trump press secretary reacts to court ruling on tariffs: White House accuses 'unelected judges' of interfering with Trump's tariff agenda | Power & Politics 2 months ago Appeal court ruling expected within weeks Thursday's hearing is before the U.S. Court of Appeal for the Federal Circuit. The case is moving through the courts at what is, for the U.S. legal system, lightning speed. Legal observers say they expect the appeal court to issue a ruling within weeks, likely by early September. That could soon be followed by the losing party petitioning the U.S. Supreme Court to hear an appeal. The case does not address Trump's 50 per cent tariffs on steel and aluminum imports from around the world, which he imposed using a different statute, the president's long-established power to levy duties on imports for reasons of national security. Other Canadian exports that comply with the rules of origin in the Canada-US-Mexico Agreement are exempt from the fentanyl tariffs, which means .
CBC
31 minutes ago
- CBC
Flight attendant says Delta put 'profits over safety' in Toronto crash
A flight attendant awarded for her heroism after the Delta Air Lines crash in Toronto earlier this year is now suing the company, alleging it "cut corners on safety" and knowingly put passengers at risk, CBC News has learned. In a 15-page complaint filed in U.S. federal court in Michigan this week, Vanessa Miles says she was badly injured in the incident and is seeking "at least" $75 million US in damages. The lawsuit claims Delta and its subsidiary, Endeavor Air, are liable for negligence after assigning an "inexperienced" pilot and failing to properly train the flight crew. The airlines have not responded to Miles's allegations and her claims have not been tested in court. The fiery landing on Feb. 17 saw the Bombardier CRJ-900 flip upside down and skid along the runway at Toronto's Pearson International Airport, sending at least 21 people to hospital. Flight 4819 — operated by Endeavor — had taken off from Minneapolis with 80 passengers and crew. According to her lawsuit, the 67-year-old was employed as an Endeavor flight attendant at the time of the incident, but wasn't working that afternoon. Instead, she flew as a passenger to be in position for her next assignment — a practice in the industry commonly known as "deadheading." Attorney blames 'somebody's negligence' Michael Morse, the owner of the law firm hired by the plaintiff said Miles is still an Endeavor employee, but has been unable to work while recovering from her injuries. "Something went wrong here," Morse said in an interview. "These things don't just happen without somebody's negligence." In the complaint, Miles recounts being rendered unconscious while hanging upside down from her seatbelt after the plane came to a stop on its roof. She regained consciousness and "found herself soaked in jet fuel and surrounded by smoke," Miles's lawyer Madeline M. Sinkovich wrote. Miles, who lives in Detroit, was treated in a Toronto hospital and suffered multiple injuries, including to her knees and back, a broken left shoulder, plus post-traumatic stress disorder, according to her lawsuit. "Defendants knowingly, willfully, and repeatedly place profits over safety, resulting in this catastrophic incident and Plaintiff's severe injuries," the complaint reads. Miles alleges the airlines displayed a "disregard for passenger safety in pursuit of operational efficiency" by "assigning an inexperienced and inadequately trained pilot." What's more, she says Delta and Endeavor failed to properly maintain the plane's landing gear or establish adequate emergency response procedures. Miles was among the airline staff honoured earlier this year by the U.S. Association of Flight Attendants with an award for their "heroism beyond the call of duty" in the minutes following the crash. Miles and another off-duty flight attendant "sprang into action, assisting [the cabin crew] in an effort to get everyone to safety, even while injured themselves," the association said. Companies deny claims Her lawsuit adds to a growing chorus of complaints filed in U.S. courts in connection with the Toronto incident. According to a CBC News review of court records, Canadian and U.S. passengers have filed at least 19 lawsuits against Delta and its Minnesota-based subsidiary. "Plaintiffs claim that these injuries and losses are Delta's and Endeavor's fault, and not the fault of any other party," the companies' attorney Michael G. McQuillen wrote in a filing in May. "Defendants deny these allegations." Delta spokesperson Morgan Durrant declined to comment on the case but said in an email that both flight crew members on Flight 4819 were "qualified and [U.S. Federal Aviation Administration] certified for their positions." WATCH | Air safety investigators reveal initial findings: Delta plane sent 'high rate of descent' alert before Toronto crash 4 months ago Delta Air Lines flight 4819 was coming in fast enough to set off an internal alert before it crashed at Toronto's Pearson International Airport last month, investigators say in a preliminary report that has not yet determined the accident's cause. Canada's Transportation Safety Board (TSB) previously said the first officer — who completed her training 10 months before the crash — was operating the aircraft at the time, while the more experienced captain was seated next to her. Durrant said Delta and Endeavor are cooperating with the ongoing TSB investigation. When the TSB released its preliminary findings in March, it noted a high rate of descent in the flight's final seconds, as well as an unusual nose pitch. Still, the agency said it was too early to tell what caused the hard landing. The TSB's full report into the incident is expected to be released by the fall of 2026.
