一般消費財

Underweight The downward oscillation in the S&P homebuilders index is slowly taking shape as the index lost more than 4% versus the SPX since inception a mere eight trading days ago. While still early we are surprised by the ferocity of the fall which likely signals that homebuilders have been a crowded trade. Now that interest rates are rising we reckon there is staying power in the recent down move as this niche index unwinds overbought conditions. At the margin, a hawkish Fed cut later today could put additional pressure on this interest rate-sensitive index. Finally, earnings prospects face stiff headwinds as not only lumber costs are galloping higher, but also new home prices are deflating as we highlighted in our recent Weekly Report. Bottom Line: We reiterate our recent downgrade to underweight in the S&P homebuilding index. The ticker symbols for the stocks in this index are: BLBG – S5HOME – DHI, LEN, PHM, NVR.

Underweight This Wednesday’s Hilton Worldwide Holdings earnings call was littered with cautious commentary during the Q&A section of the call. Specifically, Hilton mentioned that all around global uncertainty be it Brexit, Trade Wars, and other geopolitical events such as U.S. elections and impeachment process, are weighing on travel intensions. The above factors affect both leisure and business travel. Keep in mind that the ISM non-manufacturing survey has taken a beating of late (bottom panel) and revpar is also showing signs of distress (not shown). Nosediving small businesses’ capex intentions are also highlighting that CEOs remain cautious and are likely to become even more prudent with expense management. Historically, slowing capex has been a good predictor of personal income growth, which is also set to slow down (middle panel) subtracting from overall travel budgets. Finally, the U.S. consumer is sending a similar message as sentiment remains below the cyclical peak. Bottom Line: We reiterate our underweight call on the S&P hotels, resorts & cruise lines index. This position is currently up 18% since inception. The ticker symbols for the stocks in this index are: BLBG: S5HOTL – MAR, HLT, RCL, CCL, NCLH.  

Underweight In yesterday’s Weekly Report1 we recommended downgrading the niche S&P homebuilding index to underweight, as most, if not all, positive profit drivers are already reflected in relative share prices. The drop in interest rates has been more than accounted for by the year-to-date outperformance in homebuilders and is no longer a positive catalyst. For instance, the mortgage application purchase index (MAPI) initially benefited from the plunge in interest rates, but the recent 30bps rise in the 10-year Treasury signals that the MAPI has tentatively crested (second panel). Simultaneously, lumber prices are gaining steam and coupled with contracting new home prices signal that homebuilding profits will suffer a setback (middle & fourth panels). This stands in marked contrast to the sell-side community that has been ratcheting up profit estimates for the S&P homebuilding index (bottom panel). Bottom Line: Downgrade the S&P homebuilding index to underweight. For additional details on the rationale behind this move please refer to the most recent Weekly Report.1 The ticker symbols for the stocks in this index are: BLBG – S5HOME – DHI, LEN, PHM, NVR.   1  Please See U.S. Equity Strategy, "Is This It?," dated October 21, 2019.

Highlights Portfolio Strategy Soft housing demand, the trough in interest rates, new home price deflation and weak industry employment prospects suggest that an underweight stance is now warranted in the S&P homebuilding index.      Firming demand/supply dynamics, IMO Sulfur 2020 regulations, and bombed out relative profit expectations all signal that further gains are in store for pure-play refining equities. Recent Changes Downgrade the S&P homebuilding index to underweight, today. Table 1 Feature Equities made a run for fresh all-time highs last week, continuing to cheer the trade war “phase one” deal and breathing a big sigh of relief on better-than-expected bank earnings. We doubt a real deal will materialize which would include Intellectual Property and the tech sector. Instead all we got was a trade truce, at best. Larry Kudlow’s recent football analogy is worth repeating: “It's like being on the seven-yard line at a football game…And as a long suffering New York Giants fan, they could be on the seven and they never get the ball to the end zone…When you get down to the last 10 percent, seven-yard line, it's tough". As a reminder, steep tariffs remain in place and there are high odds that the damage already done to global trade is severe enough that it will be months before the emergence of any green shoots. Meanwhile, following up on our “chart of the year candidate” we published two weeks ago, we drilled deeper and discovered two additional economically sensitive indexes that have consistently peaked prior to the SPX in the past three cycles (Chart 1). They now comprise the U.S. Equity Strategy’s Equity Leading Indicator – an equally weighted composite of the S&P Banks index, the Russell 2000 index and the Value Line Geometric index – which signals that the easy money has already been made this cycle in the SPX (Chart 2). Chart 1Three Bulletproof Signals... Chart 2...Combined Into One Leading Equity Indicator Importantly, absent profit growth, it remains extremely difficult for equities to embark on a sustainable fresh leg up by solely relying on multiple expansion. Chart 3 shows our updated Corporate Pricing Power Indicator (CPPI) and it continues to deflate. In fact the steep fall in our CPPI more than offsets the fall in wage growth warning that the margin contraction in the S&P 500 has staying power1 (bottom panel, Chart 3). Drilling beneath the surface, our CPPI is waving a red flag. As a reminder, we calculate industry group pricing power from the relevant CPI, PPI, PCE and commodity growth rates for each of the 60 industry groups we track. Table 2 also highlights shorter term pricing power trends and each industry's spread to overall inflation. Only 42% of the industries we cover are lifting selling prices by more than 1%, and 33% are outright deflating. Worrisomely, only 26% of sectors are raising prices at a faster clip than overall inflation. With regard to pricing power trends, two thirds of the industries we cover are either flat or in a downtrend (Table 2). Chart 3Nil Corporate Pricing Power Table 2Industry Group Pricing Power Gold has jumped to the top of our table galloping at a 26%/annum rate (keep in mind it was deflating in our early July update), and only three additional commodity-related industries made it to the top twenty (Table 2). The disappearance of the commodity complex from the top ranks is consistent with global PPI ills and U.S. dollar strength. This week we update two groups, one early and one deep cyclical. Interestingly, defensive sectors have a healthy showing in the top ten spots with five entries. On the flip side, commodities in general and energy-related industries in particular occupy the bottom of the ranks as WTI crude oil is steeply deflating from the October 2018 peak. Adding it up, corporate sector selling price inflation is sinking in line with depressed inflation expectations. As we posited in our recent profit margin Special Report, profit margins have already peaked for the cycle. We reiterate our cautious overall equity market view on a cyclical 9-to-12 month time horizon. This week we update two groups, one early and one deep cyclical. Cracking Homebuilding Foundations We recommend downgrading the niche S&P homebuilding index to underweight, as most, if not all, positive profit drivers are already reflected in relative share prices. Specifically, the drop in interest rates has been more than accounted for by the year-to-date outperformance in homebuilders. Since the Great Recession, homebuilders have been in clearly defined mini up-and-down cycles, and there are high odds we will soon enter a down oscillation (bottom panel, Chart 4). Interest rates bottomed in early September and there is little additional push they can exert to relative share prices (10-year Treasury yield shown inverted, top panel, Chart 4). Chart 4Relative Gains Are Exhausted Worrisomely, consumers’ expectations to purchase a new home nosedived last month according to The Conference Board’s survey, and that demand softness will weigh on housing starts and ultimately homebuilding revenues (Chart 5). Chart 5Cracks Forming Adding insult to injury, new house selling prices are losing ground to existing home prices, but such discounting is no longer boosting volumes as new home sales market share gains have stalled recently. Already, S&P homebuilding sales are contracting and the risk is that deflation gets entrenched in this construction industry (Chart 6). While the mortgage application purchase index (MAPI) has been rising on the back of the plunge in interest rates, the 30bps rise in the 10-year Treasury yield since September 1 signals that the MAPI has tentatively crested (second panel, Chart 7). Chart 6Contracting Sales Chart 7Margin Trouble Simultaneously, lumber prices are gaining steam and coupled with contracting new home prices signal that homebuilding profits will suffer a setback (middle & fourth panels, Chart 7). This stands in marked contrast to the sell-side community that has been ratcheting up profit estimates for the S&P homebuilding index (bottom panel, Chart 7). Netting it all out, soft housing demand, the trough in interest rates, deflating new home prices and weakening industry employment prospects suggest that an underweight stance is now warranted in the S&P homebuilding index. On the operating front, the labor market is also emitting a distress signal. Job openings in the construction industry are sinking like a stone and residential construction employment growth is flirting with the contraction zone. Historically, the ebbs and flows in construction jobs have moved in lockstep with relative share price performance and the current message is to expect a drawdown in the latter (Chart 8). Most of the indicators we track underscore a challenging homebuilding backdrop in the coming months. However, there is a key risk to our view: interest rates. Were the 30-year fixed mortgage rate to fall further from current levels, it would entice first time home buyers and cushion the blow to homebuilding demand (mortgage rates shown inverted, top panel, Chart 9). Similarly, bankers are willing extenders of mortgage credit and are reporting rising demand for residential real estate loans as a lagged consequence of falling rates. But, our sense is that the easy gains are exhausted and a reversal is in the offing in most of these measures (Chart 9). Chart 8Heed The Labor Market's Message Chart 9Potentially Lower Rates Are A Key Risk Netting it all out, soft housing demand, the trough in interest rates, deflating new home prices and weakening industry employment prospects suggest that an underweight stance is now warranted in the S&P homebuilding index. Bottom Line: Downgrade the S&P homebuilding index to underweight, today. The ticker symbols for the stocks in this index are: BLBG – S5HOME – DHI, LEN, PHM, NVR. Stick With Refiners While our bullish take on refiners got to a slippery start, it has recovered all the losses and this position is now in the black. Factors are falling into place for additional gains in the coming months and we recommend investors stick with this overweight recommendation in pure-play downstream stocks. Encouragingly, refining stocks have been trouncing the overall energy index of late and have resumed their multi-year relative uptrend (top panel, Chart 10). With regard to the export relief valve, U.S. net exports of refined products are on a secular uptrend and surprisingly unaffected by the greenback’s moves (bottom panel, Chart 10). Tack on the soon to be adopted International Maritime Organization (IMO) Sulfur 2020 regulations in maritime transportation fuel, and U.S. refiners that produce lower-sulfur fuel oil are well positioned to outearn the SPX. Chart 10Resumed Uptrend Domestic refined product consumption remains upbeat and should serve as a catalyst to unlock excellent value in this niche energy subgroup (middle panel, Chart 11). In fact, gasoline consumption is expanding anew on the back of rising vehicle miles travelled (bottom panel, Chart 11). Chart 11Solid Demand... Refining product supply dynamics are also moving in the right direction. Gasoline inventories are getting whittled down and should boost beaten down refining relative profit expectations (inventories shown inverted, bottom panel, Chart 12). Importantly, this firming demand/supply backdrop has been a boon to refining margins and should continue to underpin relative share price momentum (middle panel, Chart 12). In terms of what is baked in the cake for this industry, the expected profit growth bar is extremely low and falling and relative value has been fully restored. First in terms of relative valuations, the relative trailing price-to-sales ratio has corrected 35% from the mid-2018 peak (middle panel, Chart 11). On a forward PE ratio basis refiners are extremely appealing compared with the SPX following a near halving in the relative forward PE in the past fifteen months (second panel, Chart 13). Chart 12...Supply Backdrop Is Boosting Crack Spreads  Chart 13Profit Hurdle Is Uncharacteristically Low Second, relative EPS growth has sunk below the zero line both twelve months and five years forward. Such pessimism is overdone and we would lean against sell-side bearishness (bottom panel, Chart 13). Even the refining industry’s net earnings revisions ratio has collapsed, which is contrarily positive (third panel, Chart 13). Adding it all up, firming demand/supply dynamics, IMO Sulfur 2020 regulations, and bombed out relative profit expectations all signal that further gains are in store for pure-play refining equities. Bottom Line: Stay overweight the S&P oil & gas refining & marking index. The ticker symbols for the stocks in this index are: BLBG – S5OILR – MPC, VLO, PSX, HFC.   Anastasios Avgeriou, U.S. Equity Strategist anastasios@bcaresearch.com   Footnotes 1      Please see BCA U.S. Equity Strategy Special Report, “Peak Margins” dated October 7, 2019, available at uses.bcaresearch.com. Current Recommendations Current Trades Size And Style Views Stay neutral cyclicals over defensives   (downgrade alert) Favor value over growth Favor large over small caps (Stop 10%)

特別レポート

Today we are also publishing a Special Report titled Chinese Auto Demand: Time For A Recovery? Highlights India is the third-largest world consumer of crude oil. Hence, fluctuations in its oil consumption is a non-negligible factor behind global oil prices. India’s petroleum demand growth is slowing cyclically due to the domestic demand slump and a dramatic drop in vehicle sales. This, combined with China’s ongoing slowdown in petroleum product demand, will have a non-trivial impact on oil prices in the next six months. From a structural perspective, India’s long-term demand growth for petroleum is decelerating as well. Feature India’s petroleum products consumption growth is slowing. Chart 1India Is The World's Third Largest Crude Oil Consumer India is the world’s third-largest consumer of crude oil, guzzling 5% of global consumption (Chart 1). Hence, fluctuations in India’s crude oil/petroleum consumption is a non-negligible factor affecting global oil prices. India’s petroleum products consumption growth is slowing. This comes on top of China’s ongoing petroleum demand deceleration. Together, the two countries account for 19% of the world’s oil intake. Therefore, deceleration in their oil consumption growth will have a considerable impact on the outlook for global oil demand growth. A Pronounced Cyclical Oil Demand Slump Indian petroleum consumption growth has decelerated significantly on the back of slumps in Indian domestic spending and economic activity (Chart 2). Please click on this link for an in-depth analysis on the domestic demand slump in India. Chart 2Indian Petroleum Consumption Growth Has Been Dwindling Specifically, vehicle purchases and industrial sectors have been hit hard. These sectors are critical for Indian petroleum consumption, since transportation demand accounts for 50% and industrial activity for around 25% of total petroleum consumption (Chart 3). Indian vehicle sales have been in freefall. Chart 3Transportation & Industry Guzzle The Most Fuel In India Chart 4Indian Vehicle Sales Are In Deep Contraction Indian vehicle sales have been in freefall. Chart 4 shows passenger car sales are shrinking at 30% and sales of two and three-wheeler units are contracting at 20% from a year ago. Moreover, commercial vehicles and tractor unit sales are falling at annual rates of 35% and 10%, respectively. Chart 5 illustrates that the number of registered vehicles is expanding at a lower rate than before – i.e., its second derivative has turned negative. This signals a further growth slowdown in gasoline and diesel consumption. We use the second derivative in this analysis because registered vehicles are a stock variable. However, we are trying to explain changes in petroleum consumption which is a flow variable. Therefore, the second derivative of a stock variable (the number of registered cars on the road) explains the first derivative of a flow variable (the growth rate of oil consumption). Looking ahead, vehicle sales will remain in the doldrums because of a lack of financing. In particular, the impulse on auto loans issued by commercial banks is negative (Chart 6). Chart 5Slowing Growth Of Vehicles On The Road = Weaker Pace Of Fuel Consumption Chart 6Indian Banks: Negative Vehicle Loan Impulse More worrisome is the ongoing turmoil in India’s non-bank finance sector (NBFCs), which has also significantly hit auto sales. In the past, the NBFC sector played a major role in funding Indian auto purchases. For instance, according to the ICRA, an independent rating agency in India, NBFCs have helped fund the purchases of 65% of two-wheelers, 30% of passenger cars and around 55% of commercial vehicles – both new and used. Given these non-bank finance companies are currently facing formidable funding and liquidity pressures amid rising NPLs (Chart 7), they are being forced to shrink their balance sheets. This is damaging to auto sales. Please click here for an in-depth analysis on the Indian banking and non-bank finance sectors. Chart 7Major Asset-Liability Mismatches Among Indian Non-Bank Finance Sector Chart 8India's Capex Has Been Weak Turning to the industrial sector, overall Indian capital spending has been weak. India’s real gross fixed capital formation has rolled over, the number of capex projects underway is nosediving and both capital goods imports and production are contracting by 7% and 12% on an annual basis (Chart 8). Falling industrial activity has taken a toll on the consumption growth of petroleum products with industrial applications, such as bitumen, naphtha and petroleum coke, etc. The growth rate in demand for these products is dropping — a significant development since they account for 25% of overall petroleum consumption in India.1  Bottom Line: India’s petroleum consumption growth has been slowing drastically from a cyclical perspective. And Moderating Structural Oil Demand Growth It appears there are structural factors at play that will also reduce India’s long-term demand for petroleum. On top of the cyclical demand slowdown, it appears there are structural factors at play that will also reduce India’s long-term demand for petroleum: Chart 9Impressive Efficiency Gains In India's Vehicle Fleet The fuel efficiency of India’s vehicle fleet is markedly improving (Chart 9). Additionally, since 2015-16 the Indian government has been proactively pursuing new emission/fuel efficiency standards. For instance, emissions standards for new passenger vehicles will fall to 4.2 L/100 KM by 2023 down from its current level of 4.6 L/100 KM. This will lead to a 7% reduction in auto fuel consumption. While this is not a large reduction, the government has the scope to implement even stricter standards since Indian car makers are easily meeting these targets. Finally, the Indian government has been aggressively promoting electric vehicles (EVs) as an alternative to traditional autos. It has made the advancement of this sector a priority. Ownership of EVs is currently negligible in India. However, the government is pushing for EVs to make up 30% of vehicle sales by 2030. In addition, it has been providing incentives such as sales tax cuts and subsidies to the sector. Finally, Mahindra and Tata Motors are already establishing a lead in the EV industry and are developing new EV models in collaboration with foreign automakers.  Bottom Line: The pace of India’s structural demand for petroleum will also be downshifting. Oil Inventory Not A Critical Factor Chart 10China: Oil Inventory Drives Oil Imports Inventory accumulation and destocking can play an important role in oil price fluctuations. For example, inventory accumulation plays a key role in driving Chinese crude oil imports (Chart 10). There is a dearth of data on Indian oil inventories to make a strong inference about its de- and re-stocking cycles. However, we have the following observations: India has the capacity to store 5.33 million tons worth of strategic oil reserves - equivalent to around 10 days of its crude oil consumption. It is not clear whether or not these reserves are at full capacity. However, even if we assume they are only 50% full and the government decides to fill its reserves all at once, this would require the importation of an additional 2.67 million tons of oil, equivalent to only 1.2% of Indian crude oil imports and 0.05% of global crude oil demand. This is a negligible amount, and is unlikely to have any impact on global oil prices. Furthermore, while the Indian government is planning to expand its storage capacity by an extra 6.5 million tons, this will only take place in the next six to eight years. Thus, it will not meaningfully affect oil imports in the medium term. Chart 11India: Oil Consumption Drives Oil Imports Finally, India’s crude oil imports are strongly correlated with its petroleum final consumption (Chart 11). Therefore, it is reasonable to assume that Indian consumption – not the oil inventory cycle – is relevant for crude imports, and by extension for oil prices. Bottom Line: India’s petroleum product and crude oil inventory fluctuations are too small to influence the nation’s crude imports and hence global oil prices. Investment Conclusions From a cyclical perspective, Indian final demand for crude oil has been weakening. A major re-acceleration in economic growth and hence oil demand is not imminent. We discuss the outlook for China’s auto sales in a separate report published today. Together India and China consume 19% of world oil, and therefore a deceleration in their oil consumption growth will have a non-trivial impact on the pace of global oil demand growth. Chart 12Expansion Pace Of Vehicles On The Road Has Downshifted In India & China Our estimations for annual growth in cars on the road (excluding 2-wheelers) has dropped to 5.8% in India and 10.5% in China (Chart 12). This entails a slower pace of oil demand growth than in the past. Besides, if one rightly assumes petroleum consumption per car is declining for structural reasons due to technological advancements by car manufacturers and enforcement of stricter efficiency standards by governments, oil consumption growth will be considerably slower going forward relative to the past 20 years. Together India and China consume 19% of world oil, and therefore a deceleration in their oil consumption growth will have a non-trivial impact on the pace of global oil demand growth. This presents a major risk for crude prices in the next 6 months or so. Beyond the cyclical horizon, the long-term demand outlook for oil is also downbeat. Please note that this is the view of BCA’s Emerging Markets Strategy team, and differs from that of BCA’s house view, which is bullish on oil. Chart 13India’s Relative Equities Performance Benefits From Lower Oil Prices In turn, low oil prices are positive for the relative performance of Indian stocks versus the EM equity benchmark (Chart 13). This was among the primary reasons why we upgraded the allocation to this bourse within an EM equity portfolio to neutral from underweight on September 26, 2019. In absolute terms, the outlook for Indian share prices remains downbeat, as discussed in the same report. Finally, to express our negative view on oil prices, we are reiterating our short oil and copper / long gold position recommended on July 11, 2019. Industrial commodities such as copper and oil will continue to underperform gold prices in the medium term (the next six months). Ayman Kawtharani, Editor/Strategist ayman@bcaresearch.com   Footnotes 1      Diesel consumption will also be impacted. While the latter is mostly consumed by the transportation sector in India, diesel does have some industrial applications as well. Equities Recommendations Currencies, Credit And Fixed-Income Recommendations

特別レポート

Highlights A recovery in Chinese auto sales is not imminent. Car sales will likely stage only a rate-of-change improvement, moving from deep to mild contraction or stagnation over the next three-to-six months. Low-speed electric vehicles are a cheap substitute for regular low-end cars. Their production requires fewer inputs and parts compared to cars. Hence, their rising penetration will be negative for economic activity at the margin. Auto ownership will continue to rise in China in the years to come. However, this does not necessitate rising car sales. In fact, auto ownership can increase with car sales contracting in each consecutive year. This scenario represents a major risk to auto stock prices. Feature Chart 1Chinese Auto Sales: An Extended Downturn Chinese automobile sales have been deep under water for 15 consecutive months. The magnitude of the contraction has been even worse than the one that occurred in 2008-‘09. Annualized sales1 have declined from a peak of nearly 30 million units in June 2018 to 26 million this September (Chart 1). To put this 4-million-unit decline into perspective, only about 5 million units of automobiles were produced in Germany last year. Given the already long and deep contraction, does this mean Chinese auto sales and production are about to stage an imminent recovery? Although a revival sometime next year is plausible, we are not positive in the near term. Car sales will stage a rate-of-change improvement only, moving from deep to mild contraction or stagnation (i.e. zero growth) the next three to six months (Chart 1, bottom panel). Gauging The Demand Outlook Chart 2Marginal Propensity To Spend Is Falling Reluctance to purchase a car and curtailed financing are the causes of the deep auto sales contraction in China. The factors that have weighed on consumers’ willingness to purchase cars remain intact. First, our indicator for household marginal propensity to spend continues to fall, indicating no immediate signs of a turnaround (Chart 2). Cyclically, decelerating economic activity is weighing on income expectations, prompting consumers to delay their discretionary spending. Besides, the growth rate of disposable income per capita is at the lower end of its historical range and is falling in real (inflation-adjusted) terms (Chart 3). In addition, Chinese households are more leveraged now than their U.S. counterparts (Chart 4). Their debt levels have reached over 120% of annual disposable income. Chart 3Real Disposable Income Growth Is Weakening Chart 4Chinese Households Are Increasingly Indebted   Meanwhile, the U.S.-China confrontation continues to foster uncertainty among consumers and businesses in the Middle Kingdom. Although some sort of agreement was reached last week, the future of longer-term U.S.-China relations remains highly uncertain. Hence, the potential “phase-one” trade agreement is unlikely to shift Chinese consumers’ and businesses’ overall cautious sentiment. These factors will continue to weigh on consumers’ purchasing behavior, especially on big-ticket items like automobiles. Reluctance to purchase a car and curtailed financing are the causes of the deep auto sales contraction in China. Second, Chinese auto financing penetration rate – measured as the proportion of autos bought using borrowed funds – has risen from 20% in 2014 to about 48%2 last year. This remains well below the 70%-plus penetration rate in major western countries (the U.S., Germany and France), but is not far from the 50% rate in Japan. The rapid increase in the use of auto financing has facilitated auto sales in China over the past several years. Financing for auto purchases has been provided by banks via loans and credit cards, dealer/manufacturer loans and peer-to-peer lending (P2P). While banks contribute about 40% of auto financing and auto dealers/manufacturers account for about 30%, the peer-to-peer platform has become the third major source of auto loans in recent years. Chart 5Limited Auto Financing From Peer-To-Peer Platforms However, since early last year, bankruptcies and closures of P2P platforms have significantly reduced available auto financing. P2P financing continues to shrink, further depressing loans for auto purchases (Chart 5). Third, there is an ongoing structural decline in consumers’ willingness to purchase cars due to greater traffic congestion, limited parking and improved public transportation. In addition, greater use of ride-sharing and car-sharing services, which the government is aiming to promote, will also continue to reduce the need to buy a car. Concerning government incentives for auto buyers, auto sales have failed to recover, so far this year, despite policy support and significant auto price cuts (Box 1). Although the government recently loosened some restrictive auto sales policies in certain cities,3 the scale was much smaller than what was done earlier this year. As in any market, production decisions are driven by sales, not inventories. Box 1 Policy Support And Auto Price Cut During January-September 2019 Since late January, Chinese authorities have released a set of pro-auto-consumption measures aimed at spurring auto sales. These measures include the approval of 100,000 new license plates in Guangzhou province and an additional 80,000 in Shenzhen. Since May, auto dealers in China have slashed prices of their Emission Standard 5 cars in order to liquidate inventories, as 15 provinces/provincial level cities have been implementing the new emissions standards since July 1, 2019 – one year earlier than the national implementation deadline. According to the law, vehicles that do not meet the new standard will not be allowed to be sold or registered once the new standard is implemented. Another pertinent question to address is whether inventories can be used to identify a bottom in this industry. This is difficult to gauge in China, as inventories at different stages of the supply chain are currently sending conflicting signals. Manufacturers’ inventories have dropped to low levels (Chart 6). Yet, dealers’ inventories remain elevated according to the newly released inventory data for September (Chart 7). Chart 6Auto Manufacturers Inventories Are Low... Chart 7...But Dealers Inventories Remain Elevated   Chart 8Auto Demand Drives Production As in any market, production decisions are driven by sales, not inventories. The chain reaction always starts from demand: rising sales lead to rising production. Producers do not typically ramp up output when sales are falling, even if inventories are low (Chart 8). Without a strong and durable rise in demand, manufacturers will not significantly increase their inventories. In short, low car inventories among manufacturers could lead to a short-term rise in output. A sustainable and lasting recovery in production, however, is contingent on a cyclical revival in auto sales. Bottom Line: A cyclical recovery in auto sales is not imminent in the next three-to-six months. A Threat From A Cheap Substitute In many small cities (from Tier 3 to Tier 6 cities), towns and villages where auto buyers are more sensitive to prices, consumers are opting to purchase low-speed electric vehicles (LSEVs) – a cheap substitute for regular autos. Last year, LSEV makers sold about 1.5 million units in China, accounting for about 6% of passenger vehicle sales for the year. In comparison, even with massive government subsidies, total new energy vehicle (NEV, mainly including pure electric vehicles and plug-in hybrids) sales only reached 1.2 million units in 2018, 20% lower than LSEV sales. In many small cities, towns and villages consumers are opting to purchase low-speed electric vehicles (LSEVs) – a cheap substitute for regular autos. LSEVs are small, short-range electric vehicles (three- or four-wheeled cars) with top driving speeds below 80km per hour and with a similar look to regular cars.4 They have much lower technical and safety standards: LSEVs are not considered automobiles by the country’s motor vehicle management system. Consequently, official auto production and sales data released by authorities do not include LSEV figures. Chart 9Significant Output Expansion In Low-Speed Electric Vehicles Technically, these vehicles are within some sort of grey area of Chinese regulations, but that has not stopped the industry's remarkable growth. Shandong province accounts for about 40% of the country’s LSEV output. The dramatic LSEV production expansion in the province gives a glimpse into the booming LSEV industry in China (Chart 9). Last year’s LSEV production drop was due to the government’s tightening of LSEV output policies and greater competition from small-size pure electric vehicles, which benefited from government subsidies. Both factors have diminished this year due to policy changes and the termination of subsidies for the small-size pure electric vehicle. Looking forward, consumers will continue purchasing LSEVs as a substitute for lower-end cars. They will have negative effect on low-end car sales, especially when household budgets tighten. Table 1 lays out the main differences between an LSEV and a lower-end passenger car. Clearly, the most attractive feature of an LSEV is its price, which can be as cheap as 10,000 RMB (less than US$2,000) with a big proportion of LSEVs ranging from 20,000 RMB to 30,000 RMB. In comparison, prices of lower-end passenger vehicles in general range from 50,000RMB to 80,000 RMB, more expensive than LSEVs. As nearly half of Chinese households already own an automobile, the potential of future auto sales clearly lies in lower-income households. However, the 2018 NBS household survey showed the annual household disposable income for the lowest 60% percentile rural households was lower than the low-end price of regular auto – 50,000 RMB (US$ 7,050) (Chart 10). In comparison, a much cheaper LSEV will be affordable for them. Given that they are inferior goods, LSEVs could become even more attractive at times of weak disposable income growth. In addition to cheap prices, Box 2 reveals other attractive features that will make LSEVs the most convenient and affordable form of transportation for many potential auto buyers. This will also help promote the popularity of the LSEVs in small cities and rural areas. Table 1The Comparison Between LSEVs And Lower-End Passenger Cars Chart 10Low-Speed Electric Vehicles: Affordable For Lower-Income Households   Further, this year’s regulatory changes are also favorable for the LSEV industry (Box 3). This marked a clear policy reversal from last year when the government executed a crackdown on LSEV production and issued a policy prohibiting new capacity of LSEVs. Box 2 The Non-Price Reasons For The Increasing Popularity Of The LSEVs The LSEV is more convenient as it is easy to drive and to park because of its small size. The drive range of 100 km per charge of the battery is sufficient for a person who only uses it to go to work or pick up the kids from school. It is particularly useful in small cities and rural areas where the public transportation network is poor. The speed of 40-60 km per hour is also fast enough to drive in small cities and rural area where there are not much road traffic and the roads are often designed for low driving speed. LSEVs also have the benefit of being able to charge from home electrical outlets, eliminating the need to use public charging/fueling infrastructure. Box 3 Policy On LSEV Industry: More Favorable In 2019 Than In 2018 In March, the Ministry of Industry and Information Technology announced that by 2021 the national standards of the “Technical Conditions of Four-Wheel Low-Speed Electric Vehicles” would be established. This will eventually bring the LSEV market under the government’s supervision while giving LSEV makers two years to improve their technology. This will help improve the quality and safety measures of LSEVs. In May and June, over 20 cities started to issue car plates for LSEVs and approved of the LSEVs right to be on the road. This signals that the government is aiming to regulate the LSEV sector in a positive way, rather than simply banning production. Bottom Line: Cheap LSEVs will be a low-cost substitute for regular low-end cars. Their production requires fewer inputs and parts compared to cars. Hence, their rising penetration will be negative for economic activity at the margin. What About NEV Demand? New Electric Vehicle (NEV) sales were a bright spot among all categories of auto sales in China last year, with year-on-year growth of 62%. However, NEV sales growth has decelerated considerably this year as the government began cutting subsidies (Chart 11). NEV sales will remain under pressure. Table 2 shows the timeline of China’s NEV subsidy exit plan, which was released in late March. The subsidy is set to be phased out by 2021. Chart 11New Electric Vehicle Sales Growth Will Slow But Remain Positive Table 2The China’s New Electric Vehicle Subsidy Exit Plan   In comparison to last year, there will be no subsidy at all for pure electric vehicles (PEVs) with recharge mileage of 250 kilometers and lower. This will make it more difficult for mini-PEVs to compete with LSEVs with respect to price. For PEVs with recharge mileage of 250 kilometers and above, the subsidy has also been cut significantly. However, we still expect NEV demand growth to remain positive. The government will continue to maintain zero sales tax on NEVs until the end of 2020. This gives it a major advantage over non-NEV vehicles, which carry the 10% sales tax. In addition, NEVs are exempt from license restrictions on car sales and time or area restrictions on on-road autos, in cities where such policies apply. This is an attractive privilege for car buyers to consider. Current NEVs that can achieve recharge mileage of 300-450 kilometers, sell at a price of RMB 100,000 to RMB 150,000 per unit. They are both affordable and appealing for upper-middle-income and high-income urban households who prefer either green options or energy cost savings. The recharge mileage is sufficient for most daily use, and prices are in line with prices of traditional gasoline or diesel cars. If and as auto sales fail to stage a notable recovery in the next several months, Chinese auto stock  prices will likely break down. Bottom Line: With the gradual phasing out of subsidies, the period of exponential NEV sales growth is over. Nevertheless, NEV demand growth will likely remain positive. Investment Implications Chart 12Chinese Auto Stock Prices Could Break Down There are three pertinent investment implications to consider. First, Chinese auto stock prices in the domestic A-share market have dropped by 60% from their 2017 highs, and have lately been moving sideways (Chart 12). Notably, these listed automakers’ per-share earnings have plunged, and the companies have cut dividends by more than the drop in their share prices (Chart 13). As a result, their trailing P/E ratio has risen and the dividend yield has dropped (Chart 14). This implies that investors are looking through the current sales contraction and expecting an imminent recovery. Chart 13A Major Contraction In Corporate Earnings And Dividends Chart 14Rising Trailing P/E And Falling Dividend Yield   If and as auto sales fail to stage a notable recovery in the next several months, these share prices will likely break down. Second, petroleum demand growth from the transportation sector will be decelerating in China over the coming years. Rising NEV sales as a share of total auto sales, substituting autos for LSEVs and a slower pace of growth in the number of vehicles on roads imply diminishing demand for gasoline in the coming years (Chart 15). Today BCA’s Emerging Markets Strategy service is also publishing a Special Report discussing India’s demand for oil. The report argues for slowing growth in Indian oil demand. Combined, China and India make up 19% of the world’s oil consumption (slightly lower than the 21% accounted for by the U.S.), and weaker demand growth in these economies is negative for oil prices. Third, investors should differentiate between a long-term economic view and investment strategy. We do not disagree with the economic viewpoint that auto ownership will rise in China in the years to come. But this will happen even if auto sales decline on an annual basis over the next 10 years. Chart 16 illustrates this point: if annual auto sales drop by 2% during each consecutive year over the next decade, and the scrap rate is around 3%, car ownership, defined as the share of households owning one car, will continue to rise from the current 50% level, reaching 80% by 2030. Chart 15Falling Growth In Existing Vehicles Entails Slower Growth In Gasoline Demand Chart 16Stimulation: Car Ownership Can Rise With Shrinking Auto Sales   Nevertheless, such a scenario – a 2% annual drop in car sales in each consecutive year over the next decade - is bearish for automakers’ share prices. Any stock price is very sensitive to long-term growth expectations for corporate earnings.5 A 2% recurring annual drop in car sales will be disastrous for auto stock valuations. This is a case when the long-term economic view on rising prosperity and car ownership in China stands in contrast with a negative investment outcome for the auto sector and its shareholders. Ellen JingYuan He, Associate Vice President ellenj@bcaresearch.com   Footnotes 1      Sales of total automobiles, including passenger vehicles and commercial vehicles. 2      From Chinese Banking Association Report on June 18, 2019. https://www.china-cba.net/Index/show/catid/14/id/26688.html 3      Guangzhou further added 10,000 car plates open to the public while Guiyang eliminated cap on new-vehicle sales. 4      https://www.wsj.com/video/big-in-china-tiny-electric-cars/CF7E986A-7C70-4EE3-8F7B-441621F10C94.html 5      The reason is that both interest rates and earnings long-term growth rate are present in the denominator of any cash flow discount model (Stock Price = Expected Dividends / (Interest rate – Earnings long-term growth rate)). Hence, they have the potential to affect share prices exponentially while dividends/profits are present in the numerator so their impact on equity prices is linear.

Highlights New structural recommendation: long GBP/USD. The substantial Brexit discount in the pound makes it a long-term buy for investors who can tolerate near-term volatility. The most powerful equity play on a fading Brexit discount would be the U.K. homebuilders. Specifically, Persimmon still has a further 25 percent of upside. Take profits in long Euro Stoxx 50 versus Shanghai Composite. Within Europe, close the overweight to Switzerland and the underweight to the Netherlands. Stay overweight banks versus industrials. Stay overweight the Euro Stoxx 50 versus the Nikkei 225. Fractal trade: long NZD/JPY. Feature Chart of the WeekThe Pound Has Substantial Upside If The Brexit Discount Fades Carnival Says The Pound Is Cheap Carnival, the world’s largest cruise liner company, lists its shares on both the London and New York stock exchanges. But there is an apparent riddle: in London the shares trade on a forward PE of 8.8, while in New York they trade on 9.4. How can Carnival trade at different valuations on the two sides of the Atlantic when the market should instantly arbitrage the difference away? The answer to the riddle is that the London listing is quoted in pounds, the New York listing is quoted in dollars, while Carnival’s sales and profits are denominated in a mix of international currencies. Neither Brexit developments nor a potential Jeremy Corbyn led government will prevent the pound from rallying in the longer term.  Carnival is trading on a higher valuation in New York versus London because the market is expecting its mixed currency earnings to appreciate more in dollar terms than in pound terms. Put another way, the valuation differential is expecting the pound to appreciate versus the dollar to a ‘fair value’ of around $1.40 (Chart I-2). Likewise, BHP Billiton shares are trading on a higher valuation in their Sydney listing compared to their London listing. This valuation differential is expecting the pound to appreciate versus the Australian dollar to around A$2.00 (Chart I-3). Chart I-2Carnival Says The Pound Is Cheap Chart I-3BHP Billiton Says The Pound Is Cheap In other words, the market believes that neither Brexit developments nor a potential Jeremy Corbyn led government will prevent the pound from rallying in the longer term. We tend to agree. The Wrong Way To Pick Stock Markets… And The Right Way Before continuing with the pound’s prospects, let’s wander into the wider investment landscape. One important lesson from dual-listed companies like Carnival and BHP Billiton is that a multinational’s valuation will appear attractive in a market where the currency is structurally cheap.1 This lesson has deep ramifications. Today, multinationals dominate all the major stock markets, meaning that the entire stock market will appear cheap if its currency is cheap. The stock market will also appear cheap if it is skewed towards lower-valued sectors. But sectors trade on a low valuation for a reason – poor long-term growth prospects. Through the past decade, Japanese banks seemed a relative bargain, trading on a forward PE of less than half of that on personal products companies (Chart I-4). Yet Japanese banks were not a relative bargain. Quite the contrary. Through the past decade Japanese personal products have outperformed the banks by 500 percent! (Chart I-5) Chart I-4Japanese Banks Seemed A Relative Bargain... Chart I-5...But Japanese Banks Were Not A Relative Bargain Hence, beware of picking stock markets on the basis of observations such as ‘European stocks are cheaper than U.S. stocks’. Given that a stock market valuation is the result of its currency valuation and its sector composition, assessing relative value across major stock markets is extremely difficult, if not impossible. To repeat, Carnival appears to be trading at a valuation discount in London versus New York, but the cheapness is illusory. Here’s the right way to pick major stock markets. Identify your preferred sectors and currencies, and then pick the regional and country stock markets that are skewed to these preferred sectors and currencies. In this regard, large underweight sector skews also matter. For example, China and EM have a near-zero exposure to healthcare equities, so their performances tend to correlate negatively with that of the global healthcare sector – albeit the causality could run in either direction. Identify your preferred sectors and currencies, and then pick the regional and country stock markets that are skewed to these preferred sectors and currencies. In early May, we noticed that the extreme outperformance of technology versus healthcare was at a critical technical point at which there was a high probability of a trend reversal. This high conviction sector view implied overweight Europe versus China, as well as overweight Switzerland and underweight Netherlands within Europe (Chart I-6 and Chart I-7). Chart I-6When Tech Underperforms Healthcare, China Underperforms Switzerland Chart I-7When Tech Underperforms Healthcare, The Netherlands Underperforms Switzerland   Given that this sector trend reversal has played out exactly as anticipated, it is time to bank the profits:   Close long Euro Stoxx 50 versus Shanghai Composite. And within Europe, close the overweight to Switzerland and the underweight to the Netherlands. Right now, it is appropriate to overweight banks versus industrials. It is the pace of the bond yield’s decline that has weighed on bank performance this year. But if the sharpest decline in bond yields is behind us, as seems likely, then banks should fare better versus other cyclicals (Chart I-8). Chart I-8If The Sharpest Decline In Bond Yields Is Over, Banks Will Outperform Industrials Once again, this sector view carries an equity market implication: stay overweight the Euro Stoxx 50 versus the Nikkei 225 (Chart I-9). Chart I-9Euro Stoxx 50 Vs. Nikkei 225 = Global Banks In Euros Vs. Global Industrials In Yen The Pound Is A Long-Term Buy Back to the pound. The message from the dual listings of Carnival and BHP Billiton is that the pound is cheap, and this is neatly corroborated by the relationship between relative interest rates and the pound versus the euro and dollar. Based on the pre-Brexit relationship between relative real interest rates and the pound’s exchange rate, we can quantify the ‘Brexit discount’. Absent this discount, the pound would now be trading close to €1.30 and well north of $1.40 (Chart of the Week and Chart I-10). Chart I-10The Pound Has Substantial Upside If The Brexit Discount Fades In the Brexit psychodrama, we do not claim to know exactly how the next few days or weeks will play out. In the short term, Brexit is a classic non-linear system, and non-linear systems are inherently unpredictable. However, in the longer term we expect the Brexit discount to fade in any sort of transitioned resolution that allows the U.K. to adapt to a new trading relationship with the world, or alternatively to stay in a relationship broadly similar to the current one. Whatever the eventual endpoint is, the key requirement to remove the Brexit discount is to avoid a cliff-edge. We expect the Brexit discount to fade in any sort of transitioned resolution. The stumbling block to a resolution is that the three key actors – the EU, the U.K. government, and the U.K. parliament – have conflicting red lines, so the Brexit ‘Venn diagram’ has had no overlap. The EU will not countenance a customs border that divides Ireland; the current U.K. government wants a Free Trade Agreement, which implies casting away Northern Ireland into the EU customs union; and the current U.K. parliament – unless its intentions suddenly change – wants the whole of the U.K., including Northern Ireland, to remain in the EU customs union.   Given that the EU will not budge its red line, the only way to a lasting resolution is for the government and parliament red lines to realign, This could happen via parliament being willing to sacrifice Northern Ireland, via a second referendum, or via a general election in which the government’s intentions and/or the composition of parliament changed. Given a long enough investment horizon – 2 years or more – it is likely that the government and parliament will realign their red lines to a Free Trade Agreement or to a customs union, one way or another. On this basis, the substantial Brexit discount in the pound makes it a long-term buy for investors who can tolerate near-term volatility. Accordingly, today we are initiating a new structural recommendation: long GBP/USD.  For equity investors, the most powerful play on a fading Brexit discount would be the U.K. homebuilders (Chart I-11). Specifically, if the pound reached $1.40, Persimmon still has a further 25 percent of upside. Chart I-11U.K. Homebuilders Have Substantial Upside If The Brexit Discount Fades Fractal Trading System*  Based on its collapsed fractal structure, we anticipate a countertrend rally in NZD/JPY within the next 130 days. Accordingly, go long NZD/JPY setting a profit target of 3 percent and a symmetrical stop-loss. Chart I-12 For any investment, excessive trend following and groupthink can reach a natural point of instability, at which point the established trend is highly likely to break down with or without an external catalyst. An early warning sign is the investment’s fractal dimension approaching its natural lower bound. Encouragingly, this trigger has consistently identified countertrend moves of various magnitudes across all asset classes. The post-June 9, 2016 fractal trading model rules are: When the fractal dimension approaches the lower limit after an investment has been in an established trend it is a potential trigger for a liquidity-triggered trend reversal. Therefore, open a countertrend position. The profit target is a one-third reversal of the preceding 13-week move. Apply a symmetrical stop-loss. Close the position at the profit target or stop-loss. Otherwise close the position after 13 weeks. Use the position size multiple to control risk. The position size will be smaller for more risky positions.   * For more details please see the European Investment Strategy Special Report “Fractals, Liquidity & A Trading Model,” dated December 11, 2014, available at eis.bcaresearch.com. Dhaval Joshi, Chief European Investment Strategist dhaval@bcaresearch.com Footnotes 1 There are also several companies with dual listings in the U.K. and the euro area. Unfortunately, these valuation differentials have been temporarily distorted by the risk of a no-deal Brexit, in which EU27 investors may have been forbidden from trading in the U.K. listed shares. Fractal Trading System Cyclical Recommendations Structural Recommendations Fractal Trades Asset Performance Currency & Bond Equity Sector Country Equity Indicators Bond Yields Chart II-1Indicators To Watch - Bond Yields Chart II-2Indicators To Watch - Bond Yields Chart II-3Indicators To Watch - Bond Yields Chart II-4Indicators To Watch - Bond Yields   Interest Rate Chart II-5Indicators To Watch - Interest Rate Expectations Chart II-6Indicators To Watch - Interest Rate Expectations Chart II-7Indicators To Watch - Interest Rate Expectations Chart II-8Indicators To Watch - Interest Rate Expectations  

ハイライト 市場予測 2019年第4四半期のストラテジー見通し：「見せて」相場 2019年第4四半期のストラテジー見通し：「見せて」相場 投資ストラテジー: 市場は「実績を見せて（show me）」の段階に入っています。株式が持続的に上昇するためには、より良好な経済指標と貿易交渉における実質的な進展が必要です。当社は両方の前提が実現すると考えています。それまでは、リスク資産が下押し圧力にさらされる可能性があります。 グローバル・アセット・アロケーション: 投資家は12か月の見通しでは株式を債券に対してオーバーウェイトすべきですが、短期的には下方リスクに対するヘッジとして通常より高めの現金ポジションを維持してください。 株式: グロースがボトムアウトした後は、新興市場（EM）および欧州株がアウトパフォームするでしょう。金融を含む景気循環性セクターは、成長サイクルが反転したときにディフェンシブをアウトパフォームし始めます。 債券: 中央銀行はハト派姿勢を維持するでしょうが、世界的な成長の強まりを背景にイールドはそれでも緩やかに上昇する見込みです。国債よりもハイイールドのコーポレート・クレジットを優先してください。 通貨: 逆景気循環的通貨である米ドルは今年後半にピークを迎えると見ています。 コモディティ: 原油および産業用金属の価格は上昇するでしょう。金価格は足踏み状態に入っていますが、インフレがついに顕在化する来年末または2021年に再び注目を集めるはずです。 特集 クライアントの皆様へ、 本レポートに代えて、私は10月7日月曜日の東部夏時間（EDT）午前10時にウェブキャストを開催し、年末以降に想定される主要な投資テーマと見解について説明しました。 敬具, ピーター・ベレジン、チーフ・グローバル・ストラテジスト   I. グローバル・マクロの見通し 世界経済の試練期 世界経済は重要な岐路に差し掛かっています。成長は2018年初めから減速しており、多くの者が「失速速度（stall speed）」とみなす水準に達しています。これは経済の弱さが自己強化的に作用し始め、景気後退を引き起こす可能性があるポイントです。 成長の減速はさらに悪化するのでしょうか。私たちの見立てではそうはならないと考えます。ここ4か月で世界の金融環境は大幅に緩和しており、その一因は多くの中央銀行によるハト派への転換です。金融環境の緩和は通常、世界成長にとって好材料です（図表1）。当社のグローバル先行指標は上向きになっており、主に新興市場のデータのわずかな改善によるものです（図表2）。 図表1金融環境の緩和は世界成長を押し上げる 金融環境の緩和は世界経済の成長を押し上げるだろう。 金融環境の緩和は世界経済の成長を押し上げるだろう。 図表2グローバル先行指標は底を抜けた グローバルLEIは安値から反発した グローバルLEIは安値から反発した     重要な問いは、製造業の弱さがより大きなサービス業セクターへ波及するかどうかです。これは起きつつあるという証拠があり、昨日の予想を下回るISM非製造業指数の発表が最新の例です。それでも、サービス業の活動の減速はこれまでのところ限定的です（図表3）。製造業比率の高いドイツでさえ、サービス業PMIは拡張域にあります。これは、製造業とサービス業の活動が足並みをそろえて崩落した2001/02年や2008/09年と大きく異なる点です。 図表3Aサービス業は製造業ほど軟化していない（I） サービス部門の軟化は製造業ほど顕著ではない（I） サービス部門の軟化は製造業ほど顕著ではない（I） 図表3Bサービス業は製造業ほど軟化していない（II） サービス業は製造業ほど弱まっていない（II） サービス業は製造業ほど弱まっていない（II） ドライブバイ的な減速 多くの投資家に製造業の減速の理由を尋ねれば、貿易戦争や中国のデレバレッジ政策を挙げるでしょう。これらは確かに妥当な理由ですが、あまり知られていないもう一つの犯人があります：自動車です。 WardsAutoによれば、世界の自動車販売は年央の上半期に5％超減少し、グレート・リセッション以来最大の落ち込みとなりました（図表4）。生産はさらに大きく落ち込みました。 図表4自動車セクターの弱さが製造業の下落を悪化させた 自動車セクターの弱さが製造業の低迷を一層悪化させた 自動車セクターの弱さが製造業の低迷を一層悪化させた 図表5米国の自動車需要は回復しつつある 米国の自動車需要は回復している 米国の自動車需要は回復している   世界の自動車セクターの弱さは複数の要因を反映しています。新たな厳格な排出基準、税制優遇の期限切れ、厳格化された自動車ローンの貸出基準の遅行効果、貿易緊張などが一因です。加えて、2015/16年のガソリン価格の下落は一部の自動車購入を前倒しさせた可能性があります。これにより、2015/16年の世界的な製造業の落ち込みが現在の落ち込みの種を蒔いた可能性があります。 自動車の生産が販売よりも速く落ちているという事実は、過剰在庫が解消されつつあることを意味するため、歓迎すべき点です。 米国の自動車ローン貸出基準は正常化し始めており、最新のシニアローンオフィサー調査では銀行が自動車ローンの需要増を報告しています（図表5）。 中国では、自動車販売は今年初めに最大14％の落ち込みを示した後に底を打ちました（図表6）。中国の自動車保有率は米国の5分の1、日本の4分の1、韓国の3分の1程度に過ぎません（図表7）。出発点が低いため、中国の自動車販売は中長期的な上昇トレンドを再開する可能性が高いです。 図表6中国の自動車セクターは底を探している 中国の自動車セクターが底を打ち始めている 中国の自動車セクターが底を打ち始めている 図表7中国：自動車の構造的見通しは明るい 中国：自動車の構造的見通しは明るい 中国：自動車の構造的見通しは明るい   貿易戦争：デタントに向かっているのか？ 図表8比較的規則的な3年周期の製造業サイクル かなり規則的な3年周期の製造業サイクル かなり規則的な3年周期の製造業サイクル 製造業サイクルは一般に約3年続きます──成長の減速が18か月、その後成長の上昇が18か月です（図表8）。世界の製造業PMIが2018年上半期にピークをつけたとするなら、現在の下落局面は終盤に差し掛かっているはずです。 もちろん、多くは政策の進展次第です。執筆時点で米中のハイレベルの交渉は再開しています。 これらの協議の結果を予測することは不可能ですが、双方とも対立激化を回避するインセンティブを持っているように見えます。トランプ大統領は経済運営に関しては有権者から他の事柄よりもかなり高い評価を受けており、対中貿易交渉の扱いも含めてそれは当てはまります（図表9）。長期化する貿易戦争は米国の成長と株式市場に悪影響を与え、いずれもトランプ氏の再選可能性を損なうことになります。 図表9トランプは経済運営ではまずまず高評価だが、それ以外は評価が低い 2019年第4四半期のストラテジー見通し：『ショー・ミー』マーケット 2019年第4四半期のストラテジー見通し：『ショー・ミー』マーケット 図表10誰が2020年の民主党指名を勝ち取るか？ 2019年第4四半期のストラテジー見通し：「ショー・ミー」マーケット 2019年第4四半期のストラテジー見通し：「ショー・ミー」マーケット 中国も成長を下支えしたいと考えています。中国指導部にとってトランプと対処するのは困難だったにせよ、彼が再選された後に貿易合意を取り付けるのはさらに難しくなるでしょう。特にトランプが中国が自身の再選を妨害しようとしたと考えればなおさらです。 たとえトランプが選挙に敗れたとしても、中国が貿易問題で交渉しやすい相手を得られるかは不透明です。賭け市場が現在ジョー・バイデンよりも民主党候補指名獲得の可能性が高いと見ているエリザベス・ウォーレン大統領と環境基準や人権について交渉したいでしょうか（図表10）？ 民主党によるトランプ大統領の弾劾の動きは、貿易解決をやや実現しやすくするでしょう。第一に、それはジョー・バイデン（および彼の息子）のウクライナでの疑わしい取引に注目を集め、中国が支持する米大統領候補に打撃を与えます。第二に、トランプを国内問題に集中させるために中国との争いを早く片付けたいという意向を強めさせる可能性があります。 中国はさらに刺激策を行うか？ 戦略的に見て、中国には経済を刺激して成長を支え、貿易交渉でより大きなレバレッジを得る強いインセンティブがあります。 中国のクレジット・インパルスは2018年後半に底打ちしました。このインパルスは中国の名目製造業生産やその他多くの活動指標に約9か月先行します（図表11）。 これまでのところ、中国の信用・財政緩和の規模は、2015/16年および2008/09年に経済へ投入された刺激策には及んでいません。これは部分的には当局が当時よりも今日の過度な債務水準をより懸念しているためですが、同時に経済の状況が当時より良好であることも理由です。 貿易戦争からのショックはグレート・リセッションほど深刻ではありません──中国の対米輸出は付加価値ベースでGDPのわずか2.7％に過ぎないことを思い出してください。2015/16年に中国が1兆ドル超の外貨準備を失ったのとは異なり、今回の資本流出は限定的にとどまっています（図表12）。 図表11中国の刺激策は世界成長を押し上げるはずだ 中国の景気刺激策は世界経済の成長を押し上げるはずだ 中国の景気刺激策は世界経済の成長を押し上げるはずだ 図表12中国：大きな資本流出はない 中国：大規模な資本流出は見られない 中国：大規模な資本流出は見られない 今週初めに発表された予想を上回る中国の購買担当者指数（PMI）データは一縷の望みを提供しています。それでも、8月の活動指標の失望的な数字を踏まえると、中国は今後数か月で刺激のペースを高める可能性が高いです。 当局はすでに預金準備率を引き下げています。今後数か月で政策金利をさらに引き下げると予想します。また、地方政府債の発行を前倒しすることでインフラ支出を押し上げるでしょう。ヨーロッパの成長は改善するはずだ 世界的な成長の回復は今年後半にヨーロッパを後押しするだろう。貿易依存度の高いドイツが最も恩恵を受けるだろう。 チャート13南欧全域でスプレッドは縮小した 南ヨーロッパ全域でスプレッドが縮小した 南ヨーロッパ全域でスプレッドが縮小した チャート14マネー成長の加速はユーロ圏の国内総生産成長に好材料となる マネー供給の加速はユーロ圏のGDP成長にとって好材料 マネー供給の加速はユーロ圏のGDP成長にとって好材料 ソブリン・スプレッドの低下も南欧を支えるはずだ（チャート13）。イタリアの対独国債の10年スプレッドは8月中旬以来ほぼ1ポイント縮小し、イタリアの10年利回りは0.83％まで低下した。ギリシャの10年債は現在米国債より利回りが低くなっている（ギリシャの製造業購買担当者景気指数は現在世界で最も強い）。 欧州中央銀行が再び市場で国債と社債を買い入れているため、借入金利は低い水準にとどまるはずだ。国内総生産の先行指標であるユーロ圏のマネー成長はすでに加速している（チャート14）。民間向け銀行貸出は引き続き加速するだろう。 適度な財政刺激も助けになるだろう。欧州委員会はユーロ圏の財政的な押し上げが2019年に国内総生産比0.5％増加すると見積もっている（チャート15）。保守的に公共支出乗数を1と仮定すると、これはユーロ圏の成長を0.5ポイント押し上げることになる。財政政策の変更と実体経済への影響の間にはタイムラグがあるため、国内総生産成長への恩恵の大部分は今年の残りと2020年に発生するだろう。 チャート15ユーロ圏の財政刺激策も成長を押し上げるだろう ユーロ圏の財政刺激策も成長を押し上げる ユーロ圏の財政刺激策も成長を押し上げる チャート17ブレグジットの不安：後悔の一例 ブレグジットの不安：ブレモースの事例 ブレグジットの不安：ブレモースの事例 チャート16英国：ブレグジットの不確実性が成長を圧迫している 英国：ブレグジットの不確実性が成長を押し下げている 英国：ブレグジットの不確実性が成長を押し下げている 英国では、ブレグジットの不確実性が引き続き成長を圧迫している。英国の企業投資は特に大きな打撃を受けている（チャート16）。ボリス・ジョンソン首相は10月末に合意の有無にかかわらず英国を欧州連合から離脱させると主張し続けている。我々は彼の虚勢をあまり重視しないつもりだ。最高裁判所はすでに議会を閉鎖しようとする彼の試みを否定している。国民はブレグジットの望ましさについて再考している（チャート17）。ブレグジットの筋書きの正確な展開について我々は確固たる見解を持っているわけではないが、合意なきブレグジットの確率は低いと考えている。これは英国の成長とポンドにとって好材料だ。 日本：オウンゴール 最近の日本のデータは芳しくない。8月の工作機械受注は前年同月比で37％減少した。輸出は8％超縮小し、輸入は12％の減少を記録した。9月の購買担当者景気指数の数値は製造業のさらに悪化を露呈させ、指数は8月の49.3から48.9に低下した。 加えて、鉱工業生産は8月に予想より大きく縮小し、前月比で1％減少、前年同月比では約5％の下落となった。米中貿易交渉をめぐる継続する不確実性や、日本自身と隣国韓国との緊張も日本経済に重荷となっている。 世界的な成長が回復すれば日本の産業活動は今年後半に改善するだろう。しかし、政府は10月1日の消費税引き上げによって成長見通しを助けてはいない。各種の相殺策が税率引き上げの完全な効果を鈍らせるとはいえ、それでも不要な財政引き締めに相当する。 名目国内総生産は1990年代初頭以来ほとんど増加していない。日本に必要なのは名目所得を押し上げる政策だ。そのようなリフレーション政策こそが、経済をデフレのスパイラルに戻すことなく債務対国内総生産比を安定させる唯一の方法かもしれない。1  米国：粘り強く対応 チャート18米国の製造業の割合は他のほとんどの先進国より小さい 2019年第4四半期のストラテジー見通し：「見せて」マーケット 2019年第4四半期のストラテジー見通し：「見せて」マーケット 米国経済は最近の世界的な景気減速の中でも比較的良好に推移してきたが、部分的には製造業が多くの他国よりも国内総生産に占める割合が小さいためだ（チャート18）。 アトランタ連銀のGDPNowモデルによれば、実質国内総生産は第3四半期にトレンドに近い1.8％のペースで増加する見込みだ（チャート19）。個人消費は第2四半期の4.6％の成長の後、2.5％増加する見込みだ。消費は賃金上昇に支えられて堅調であり、個人貯蓄率も高水準にとどまっているため、家計は何らかの不利なショックからの緩衝に備えられるはずだ（チャート20）。   チャート19米国の成長は鈍化したが、依然としてトレンドに近い 2019年第4四半期のストラテジー見通し：『実績を示せ』市場 2019年第4四半期のストラテジー見通し：『実績を示せ』市場 住宅投資はついに回復局面に入ったように見える。着工件数、建築許可、住宅販売はいずれも回復している。住宅ローン金利と住宅建設の密接な関係を考えれば、建設活動は今後数四半期で加速するはずだ（チャート21）。低い在庫と空室率、世帯形成の増加、そして手頃な価格はいずれも住宅市場にとって好材料だ（チャート22）。 チャート20資産との歴史的関係から判断すると貯蓄率は（大幅に）低下する余地がある 貯蓄率は、資産との歴史的関係から判断すると（かなり）低下する余地がある 貯蓄率は、資産との歴史的関係から判断すると（かなり）低下する余地がある チャート21米国の住宅は回復するだろう 米国の住宅市場は回復する 米国の住宅市場は回復する チャート22米国住宅：堅実な基盤の上にある 米国住宅：堅固な基盤の上にある 米国住宅：堅固な基盤の上にある チャート23米国の設備投資計画は高値から後退したが、景気後退水準にははるかに届いていない 米国の設備投資計画は高値圏から後退したが、景気後退水準にはほど遠い 米国の設備投資計画は高値圏から後退したが、景気後退水準にはほど遠い 住宅投資とは対照的に、企業の設備投資は製造業の不況、強いドル、貿易政策の不確実性に押され続けている。コア耐久財受注は8月に減少した。設備投資意向調査も弱含んでいるが、景気後退水準をはるかに上回っている（チャート23）。 ISM製造業指数は9月に2009年7月以来の低水準に達した。報告の内訳はヘッドラインほど悪くはなかった。ISMを2か月先行する受注対在庫の構成要素は再びプラス圏に戻った。弱いISMの数値は、4月以来最高値に上昇したより楽観的なマーキットの米国製造業購買担当者景気指数と対照をなしている。統計的には、マーキットのPMIはISMよりも米国の製造業生産、工場受注、雇用の公式指標をよりよく追跡する。 総合すれば、世界の製造業リセッションが終息し、強い消費支出と改善する住宅市場が国内需要を支えるにつれて、米国経済は今年後半にやや強い成長を示す可能性が高い。 II. 金融市場 グローバル・アセット・アロケーション 市場は「成果を見せてくれ」段階に入っている。株式が持続的に上昇するためには、より良い経済指標と貿易交渉の実質的な進展が必要だ。そのため、投資家は当面下方リスクに備えるために通常より大きめの現金ポジションを維持すべきだ。 チャート24成長が回復すれば株式は債券をアウトパフォームするだろう 成長が回復すれば株式は債券を上回る 成長が回復すれば株式は債券を上回る 幸いなことに、リスク資産価格の下落は一時的である可能性が高い。貿易緊張が和らぎ、我々が予想するように今年後半に世界成長が回復すれば、株式とスプレッド商品は12か月の期間で国債を大きくアウトパフォームするだろう（チャート24）。 確かに、この楽観的な12か月の推奨を覆す要因は数多くある：世界成長がさらに悪化する可能性；貿易戦争が激化する可能性；供給側のショックで石油価格が再び急騰する可能性；英国が「ハード・ブレグジット」でEUを離脱する可能性；そして最後に、エリザベス・ウォーレンあるいはその他の極左候補が次期米国大統領になる可能性などだ。 今日における投資家の主要な問いは、これらのリスクが金融市場に十分に織り込まれているかどうかだ。我々は織り込まれていると考えている。チャート25は、利益利回りと実質債券利回りの差として計算した我々の世界株式リスクプレミア（ERP）の推定値を示す。我々の計算は、株式は依然として債券に比べてかなり割安に見えることを示唆している。 チャート25A株式リスクプレミアは依然かなり高い（I） 株式リスクプレミアムは依然としてかなり高い（I） 株式リスクプレミアムは依然としてかなり高い（I） チャート25B株式リスクプレミアは依然かなり高い（II） エクイティ・リスクプレミアは依然としてかなり高い（II） エクイティ・リスクプレミアは依然としてかなり高い（II） ERPが高いのは今日の超低水準の債券利回りが非常に低い成長見通しを反映しているからに過ぎないと異議を唱える者もいる。その主張には一理あるが、人々が考えるほどではない。過去10年間で米国のトレンド国内総生産成長率は低下したが、債券利回りはさらに大きく低下した。議会予算局が推計する米国の潜在的な名目国内総生産成長率と10年物米国債利回りの差はほぼ2％で、1979年以来の最大となっている（チャート26）。 チャート26債券利回りはトレンドの名目国内総生産成長率よりも大きく低下した 債券利回りは名目GDPのトレンド成長率よりも大きく下落した 債券利回りは名目GDPのトレンド成長率よりも大きく下落した 世界レベルでは、トレンドの国内総生産成長率は1980年以降ほとんど変わっていない。これは主に、成長の速い新興市場が現在世界経済に占める割合を拡大しているためだ（チャート27）。大手多国籍企業にとっては、国内成長よりもグローバル成長の方が経済の勢いを測る上でより重要な指標である。将来の株式リターンの見通し 高いERPは単に株式が債券に対して相対的に魅力的であることを示しているに過ぎません。株式の今後のリターンを絶対的に評価するには、評価水準の絶対レベルを見るべきです。 チャート27世界の成長トレンドは成長の速い新興国（EM）によって安定を保っている チャート27 世界の成長トレンドは、成長の速い新興国（EM）のおかげで堅調に推移している。 世界の成長トレンドは、成長の速い新興国（EM）のおかげで堅調に推移している。 チャート28S&P 500：マージンの上昇はすべてITセクターで発生している S&P 500：マージンの増加はすべてITセクターで生じている S&P 500：マージンの増加はすべてITセクターで生じている 我々が最近のレポート「TINAに救いを求めるか？」で主張したように、2 アーンニングス・イールドは株式の期待実質トータル・リターンの代用指標として用いることができます。経験的には、このことは裏付けられているようです：1950年以降、米国株式のアーンニングス・イールドは平均で6.7％であり、実質トータル・リターンは7.2％でした。 現在、米国株のトレーリングおよびフォワードのPERはそれぞれ21.1と17.4にあります。将来のリターンの指標として両者の単純平均を用いると、米国株は長期的に実質トータル・リターンで5.2％をもたらすはずです。これは歴史的な平均を下回りますが、それでもかなりまずまずのリターンです。 この計算は、米国のアーンニングス・イールドが異常に高い利益率によって一時的に嵩上げされているため、見込み株式リターンを過大評価していると異議を唱える者もいるでしょう。しかしこの議論の問題点は、S&P 500のマージン上昇のほとんどがたった一つのセクター、すなわちテクノロジーで発生していることです。テックセクターを除けば、S&P 500のマージンは歴史的平均から大きくは離れていません（チャート28）。もし高いITマージンが、強力なネットワーク効果や独占的な価格設定力に恩恵を受ける「勝者総取り」型の企業の台頭のような、グローバル経済における構造的変化を反映しているならば、それらは当面の間高止まりする可能性があります。   地域別およびセクター別の株式配分 アーンニングス・イールドは米国外では概ね2ポイント高く、長期的には非米国株が米国株を上回ることが示唆されています。先進国市場では、ドイツ、スペイン、英国が特に割安に見えます。新興国（EM）では中国、韓国、ロシアが非常に魅力的な水準にあります（チャート29）。セクター水準では、景気循環株がディフェンシブ株よりも魅力的に見えます（チャート30）。 チャート29米国株は同業他国と比べて割高に見える 2019年第4四半期のストラテジー見通し：『実証を求める』マーケット 2019年第4四半期のストラテジー見通し：『実証を求める』マーケット チャート31経済成長は12か月の期間で株式を動かす 経済成長は12か月の見通しでエクイティを牽引する 経済成長は12か月の見通しでエクイティを牽引する チャート30景気循環株はディフェンシブ株よりも魅力的である 景気循環株はディフェンシブ株より魅力的 景気循環株はディフェンシブ株より魅力的 チャート32世界成長が改善すると新興国（EM）およびユーロ圏株式はたいていアウトパフォームする 世界経済の成長が改善すると、新興国株式（EM）およびユーロ圏株式は通常アウトパフォームする 世界経済の成長が改善すると、新興国株式（EM）およびユーロ圏株式は通常アウトパフォームする バリュエーションは主に長期リターンの指標として有用です。例えば12か月の期間では、景気、金利、為替に何が起こるかといった景気循環要因がより重要になります（チャート31）。 幸いなことに、我々の景気循環に関する見方は概ねバリュエーションの評価と合致しています。より強い世界成長、より弱いドル、そしてコモディティ価格の上昇は、ディフェンシブよりも景気循環株に恩恵をもたらすはずです。新興国（EM）および欧州の株式市場が米国株に比べてより景気循環色の強いセクター構成である程度において、前者は最終的にアウトパフォームすることになるでしょう（チャート32）。 我々は、世界成長が再加速し始めれば年末までに金融セクターをアップグレードするセクターリストに加えたいと考えています。債券利回りの低下は銀行利益を圧迫してきました（チャート33）。利ざや（ネット金利マージン）への逆風は利回りが上昇し始めると緩和されるはずです。現在フォワード予想利益の7.6倍、簿価の0.6倍で取引され、配当利回りが6.3％と高い欧州の銀行は特に好成績を収める可能性があります（チャート34）。 チャート33A金利上昇とイールドカーブの上方化は金融株に有利に働く（I） 債券利回りの上昇とイールドカーブのスティープ化は金融株に恩恵をもたらす（I） 債券利回りの上昇とイールドカーブのスティープ化は金融株に恩恵をもたらす（I） チャート33B金利上昇とイールドカーブの上方化は金融株に有利に働く（II） 債券利回りの上昇と利回り曲線のスティープ化は金融株に有利（II） 債券利回りの上昇と利回り曲線のスティープ化は金融株に有利（II） チャート35が示すように、金融株への投資はバリュー株への投資と似ています。過去12年間でグロースはバリューを圧倒しましたが、今後12～18か月ではバリューにとってひと息つける局面が訪れるでしょう。 チャート34欧州の銀行は魅力的である 欧州の銀行は魅力的だ 欧州の銀行は魅力的だ チャート35バリューは反転の兆しを見せているか？ バリューは転換点にあるか？ バリューは転換点にあるか？   フィクスト・インカム チャート36A成長加速で利回りは上昇するはずである（I） 成長が強まれば利回りは上昇するはず（I） 成長が強まれば利回りは上昇するはず（I） ハト派的な中央銀行と、当面は依然として抑制されたインフレが、今後12か月にわたり政府債利回りを抑制するのに寄与するでしょう。それでも、利回りはより強い世界成長を背景に現在の低水準から上昇するはずです（チャート36）。     チャート36B成長加速で利回りは上昇するはずである（II） 成長が強まれば利回りは上昇する (II) 成長が強まれば利回りは上昇する (II) 債券利回りは、中央銀行が予想より多くあるいは少なく政策金利を調整するかどうかによって上昇したり低下したりする傾向があります（チャート37）。投資家は現在、FRBが今後12か月でさらに80ベーシスポイントの利下げを行うと見込んでいます。我々はFRBが10月30日に25ベーシスポイントの利下げを行うと考えていますが、その後の追加利下げは見込んでいません。この緩和局面での累積75ベーシスポイントの利下げは、1990年代のミッドサイクルの景気減速期（1995/96年および1998年）で行われた緩和に相当します。総じて、米国の10年物金利は2020年中頃までに再び2％台前半に入る可能性が高いです。 チャート37Aより強い経済成長は政府債利回りに上方圧力をかける（I） より強い経済成長は国債利回りに上方圧力をかける（I） より強い経済成長は国債利回りに上方圧力をかける（I） チャート36Bより強い経済成長は政府債利回りに上方圧力をかける（II） より強い経済成長は国債利回りに上方圧力をかける（II） より強い経済成長は国債利回りに上方圧力をかける（II） チャート38米国の政府債利回りは海外の利回りよりも景気循環的である 米国国債の利回りは海外の国債利回りより景気と同方向に動きやすい 米国国債の利回りは海外の国債利回りより景気と同方向に動きやすい 米国株が海外の株に比べて低ベータである傾向があるのとは対照的に、米国債は高ベータを持っています。これは、世界の債券利回りが総じて上昇するときに米国の国債利回りが海外よりも大きく上昇し、世界の債券利回りが総じて低下するときに米国の国債利回りが海外よりも大きく低下することを意味します（チャート38）。  さらに、為替ヘッジコストを考慮に入れると、米国債は現在ほかの債券市場よりも利回りが低くなっています（表1）。今後12～18か月で米国利回りが海外よりも大きく上昇するようなことがあれば、米国債のリターンはさらに損なわれるでしょう。その結果、投資家はグローバルな政府債ポートフォリオの中で米国債のウエイトを低めにすべきです。 世界的な成長の強さはコーポレート・クレジット・スプレッドを抑えるはずです。米国の商業・企業向け貸出の貸し出し基準は緩和方向に戻っており、これは通常コーポレート・クレジットにとって強気材料です（チャート39）。我々の米国債券ストラテジストによれば、ハイイールド社債のスプレッド、そして程度は小さいもののBaa格付けの投資適格スプレッドは、経済ファンダメンタルズから見てまだ広めに残っているとされています（チャート40）。3 一方で、より高格付けの投資適格債は相対的な割安度が小さいです。 表1先進国における債券市場の比較 2019年第4四半期 ストラテジー見通し：証拠を求める市場 2019年第4四半期 ストラテジー見通し：証拠を求める市場 チャート39貸し出し基準の緩和はコーポレート・クレジットに良い影響を与える 貸出基準の緩和はコーポレート・クレジットにとって好材料だ 貸出基準の緩和はコーポレート・クレジットにとって好材料だ チャート40米国コーポレート：Baaとハイイールド債に注目 米国コーポレート債：Baaおよびハイイールド・クレジットに注目 米国コーポレート債：Baaおよびハイイールド・クレジットに注目     今後18か月を超えて見ると、インフレが実質的に上昇し始める確率は高いと考えられます。G7全体の失業率は数十年ぶりの低水準に低下しています（チャート41）。完全雇用に達した先進国の割合は新たなサイクル高水準に達しています（チャート42）。フィリップス曲線は死んだといわれることが多いにもかかわらず、賃金の伸びは労働市場の余裕度となお密接に相関しています（チャート43）。 チャート41失業率は低下トレンドを保っている 失業率は低下傾向が続く 失業率は低下傾向が続く チャート42先進国：完全雇用が新たなサイクル高に達している 先進国市場：完全雇用がサイクルの新高値に達している 先進国市場：完全雇用がサイクルの新高値に達している チャート43フィリップス曲線は健在である フィリップス曲線は健在だ フィリップス曲線は健在だ 賃金が上昇し続けると、物価も上昇し始め、賃金・物価のスパイラルを引き起こす可能性があります。その時点でFRBをはじめとする中央銀行は利上げを始めざるを得なくなります。一度金利が制約的な水準に入ると、株式は下落し、クレジット・スプレッドは拡大するでしょう。2022年には世界的な景気後退が生じる可能性があります。 通貨とコモディティ チャート 44ドルは逆循環通貨である ドルは景気循環に逆行する通貨だ ドルは景気循環に逆行する通貨だ 米ドルは逆循環通貨であり、世界的な景気循環とは逆の方向に動く傾向がある（チャート 44）。現時点では米ドルの方向性について強い短期見解は持っていないが、世界成長が反発し始めるにつれて年末までに米ドルは弱含み始めると予想している。 EUR/USDは2020年中頃までに約1.13に上昇する見込みだ。GBP/USDは1.29に上昇するだろう。USD/CNYは7に戻る。USD/JPYは横ばいとなる公算が大きく、これは円の防衛的性格と消費税引き上げによる日本の成長への下押しを反映している。 貿易加重ドルは2021年後半まで下落し続け、その後はより積極的な連邦準備制度（Fed）と世界成長の減速により米ドルは再び上昇するだろう。 ドルが弱含む期間中、コモディティ価格は上昇する（チャート 45）。 チャート 45ドル安はコモディティに恩恵をもたらす ドル安はコモディティの追い風 ドル安はコモディティの追い風 BCAのコモディティ・ストラテジストは、12カ月の視野で特に原油に強気である（チャート 46）。彼らは、世界成長の強化と生産抑制により石油在庫水準が低下すると予想しており、ブレント原油価格は年末までに1バレル当たり70ドルに上昇し、2020年は平均で1バレル当たり74ドルになると見ている。OPECの余剰生産能力（カルテルが生産可能な量と実際に生産している量の差）は現在歴史的平均を下回っている（チャート 47）。原油備蓄はOECD内でも低下傾向にある。サウジアラビアの備蓄も2015年のピーク以降40％超減少している（チャート 48）。 チャート 46供給不足は継続する 供給不足は続く 供給不足は続く チャート 47停止を相殺するための余剰能力の利用可能性は限定的 2019年第4四半期のストラテジー見通し：「見せてみろ」市場 2019年第4四半期のストラテジー見通し：「見せてみろ」市場 チャート 48主要戦略石油備蓄 主要な戦略石油備蓄 主要な戦略石油備蓄 原油価格の上昇は、カナダドル、ノルウェー・クローネ、ロシアルーブル、コロンビア・ペソといった通貨に有利に働くはずだ。 最後に金について少し触れる。我々は8月29日に金のロングトレードを決済し、20週間で20.5％の利益を確定した。依然として、金はより高いインフレに対する優れた長期ヘッジと見ている。ただし短期的には、債券利回りの上昇が金の勢いをそぐ可能性があり、仮にドル安が金を部分的に支援するとしてもその効果は限定的である。インフレが上振れし始めた時点で、来年末か2021年に金のロングポジションを再度組む予定だ。   ピーター・ベレジン、 チーフ・グローバル・ストラテジスト グローバル・インベストメント・ストラテジー peterb@bcaresearch.com 脚注 1詳細はグローバル・インベストメント・ストラテジー ウィークリー・レポート、「高水準の債務はデフレ的か、それともインフレ的か？」2019年2月15日付をご覧ください。 2詳細はグローバル・インベストメント・ストラテジー スペシャル・レポート、「TINAは救いの手となるか？」2019年8月23日付をご覧ください。 3詳細は米国ボンド・ストラテジー ウィークリー・レポート、「社債投資家は連邦準備制度（Fed）に逆らうべきではない」2019年9月17日付をご覧ください。 ストラテジー & マーケット・トレンド MacroQuantモデルと現在の主観的スコア 2019年第4四半期のストラテジー見通し：『見せてみろ』マーケット 2019年第4四半期のストラテジー見通し：『見せてみろ』マーケット タクティカル・トレード ストラテジック・レコメンデーション クローズド・トレード