新興市場

ハイライト 先週合意された暫定的な「フェーズ1」貿易協定は、米中貿易戦争におけるデタントに向けた重要な一歩を示しています。 ブレグジット交渉の今後にかかわらず、ハード・ブレグジットは回避される見込みです。ポンドをロングで保有し続けてください。 米国の企業業績の伸びは第3四半期に横ばいとなる可能性が高く、ボトムアップの予想にある前年比減少とは対照的です。 世界成長が年末までに再加速すれば、企業業績の伸びは回復するはずです。 世界成長の強まりは米ドルに下押し圧力をかけるでしょう。 12か月の期間では、債券に対してグローバル株式をオーバーウェイトのまま維持してください。 景気循環株はディフェンシブ株をアウトパフォームし始めるはずです。金融セクターはついに日の目を見るでしょう。 好ましい追い風 2週間前に公表した第4四半期ストラテジー・アウトルックでは、グローバル株式が「見せて」フェーズに入ったと主張しました。つまり、株価指数が上昇するには、貿易戦争のエスカレーションの緩和と世界成長の回復を示す具体的な証拠が必要だという意味です。1  先週金曜、貿易面でいくつかの好材料がありました。2500億ドル相当の中国からの輸入品に対し10月15日に25％から30％へ引き上げる予定だった関税の実施を見送ることと引き換えに、中国は年間で400～500億ドル分の米国農産物を購入し、米国の金融サービス企業への市場アクセスを改善し、為替管理の透明性を高めることに合意しました。 確かに、やるべきことはまだ多く残っています。協定文はまだ最終化されていません。両国は、11月16–17日のチリ・サンティアゴでのAPECサミットまでに合意をまとめることを目指しています。しかし、どのような執行・解決メカニズムが協定に盛り込まれるかなど多くの重要課題が未解決のままであることを考えると、さらに遅延したり、交渉が決裂したりする可能性もあります。 先週の暫定合意は、知的財産保護の扱いという厄介な問題を「フェーズ2」に先送りする形にもなっています。「フェーズ1」がまとまり次第、間もなく「フェーズ2」が始まる予定です。 独立かつ超党派の米国知的財産の窃盗に関する委員会によれば、米国の生産者は知的財産の窃盗により年間で約$225～$600 billionの損失を被っているとされています。2 中国はしばしば最悪の加害国の一つと見なされてきました。 知的財産問題の重要性を考えれば、約1600億ドル相当の中国からの輸入に対して15％の関税が12月15日に導入されないようにするには、実質的な進展が必要となるでしょう。 トランプは合意を望んでいる 多くの障害が残るものの、先週の展開は18か月に及ぶ貿易戦争のデタントの見込みを大きく高めました。自称「マスター交渉人」であるトランプ大統領は、交渉を「ラブフェスト」と表現し、この貿易協定は「我が偉大なる愛国的農家のために結ばれたこれまでで最大かつ最高の取引だ」と呼び、最終合意が達成されることに「ほとんど疑いはない」と述べて自らの信頼性を賭けています。NAFTAの後継であるUSMCAと同様に、トランプは交渉を自らの功績として宣伝するマーケティングモードに入る可能性が高く、米国民のために交渉した「驚くべき」新協定を大々的に宣伝するでしょう。 政治的観点から見ると、これは非常に理にかなっています。正否は別として、トランプ大統領は有権者から経済運営について他のどの分野よりも高い評価を受けています（チャート 1）。長引く貿易戦争は米国経済を弱体化させ、トランプの再選の見通しを損なうことになります。 チャート 1 トランプは経済運営について比較的高評価を得ているが、他はそれほどではない クンバヤ クンバヤ チャート 2 中国企業は関税の大部分を負担していない クンバヤ クンバヤ トランプの主張に反して、証拠は明確に米国の消費者が関税の大部分を負担していることを示唆しています。チャート 2は、対中輸入品に対する関税率が上昇する一方で、米国の輸入価格はほとんど下がっていないことを示しています。最近の関税の多くが米国や第三国に競合相手がほとんどいない中国製品に焦点を当てている以上、中国の生産者が関税コストを転嫁する能力はさらに高まります。 もし発表されたすべての関税引き上げが実施されれば、対中輸入品の実効関税率は8月下旬時点の約15％から12月には最大約25％にまで上昇することになります（チャート 3）。そのような関税率は、米国の可処分所得を1000億ドル以上減少させ、2017年の減税によるほとんどの恩恵を消し去ることになります。トランプは貿易戦争をそこまで進行させるわけにはいきません。 チャート 3 度重なる関税引き上げが積み重なり始めている 相次ぐ関税が積み重なり始めている 相次ぐ関税が積み重なり始めている 中国は強硬策に出るか？ 貿易戦争を有利に解決する上でのリスクの一つは、中国側がトランプを「合意に飢えている」と見なし、交渉で強硬姿勢をとる可能性があることです。このリスクは無視できませんが、我々は次の三つの理由でそれを過度に重視しません。 第一に、貿易戦争の期間、中国の輸出業者はある程度の価格決定力を維持してきたとしても、貿易量は依然として悪化しており、9月の対米輸出は前年同月比でほぼ22％減少しています。 第二に、ZTEに対する強力な制裁が示したように、中国は依然として米国の技術に大きく依存しています。これがトランプに交渉上の大きなレバレッジを与えています。 チャート 4 誰が2020年の民主党指名を勝ち取るか？ クンバヤ クンバヤ 第三に、トランプ自身がよく言うように、中国は彼の第1期目の任期中に彼と交渉する方が、第2期目になってから交渉するよりも容易だと考えるでしょう。数か月前、ジョー・バイデンが世論調査で高支持率だったときにはトランプの再選を望まない方が中国にとって理にかなっていたかもしれませんが、エリザベス・ウォーレンが民主党指名を獲得する有力候補として浮上したことで、その希望は消えました（チャート 4）。数週間前に述べたように、中国はウォーレンが貿易問題でトランプよりも手ごわくないとは考えないでしょう。3  これらすべてを総合すると、中国もトランプ同様、今後数週間で貿易緊張を和らげる方法を模索するだろうと示唆しています。 ブレグジットの突破口か？ 記事執筆時点で、ブレグジット合意の見通しは明るくなっています。詳細はまだ公表されていませんが、提案された合意は北アイルランドを事実上、欧州単一市場の一部でありながら同時に英国の一部でもあるという量子的な重ね合わせ状態に置くことになります。これは北アイルランドを英国の政治的管轄下に置きつつ、EUの規制基準と整合させ続けることで実現されます。 交渉が破綻する可能性は依然としてあります。ジョンソン首相が「素晴らしい新協定を取り付けた」と確約したにもかかわらず、保守党の連立相手である北アイルランドの民主統一党は依然として協定への支持を留保しています。労働党のジェレミー・コービン党首もこれを拒否し、テリーザ・メイが当初提案した協定よりもさらに悪いと述べています。 今後数日に何が起きようとも、我々はハード・ブレグジットは回避されると引き続き考えています。ブレグジット問題を通じて、英国の支配階級の中に無協議離脱を支持する十分な政治的支持は存在しないと我々は主張してきました。世論調査が示すように、再度国民投票が行われればEU残留を選ぶ有権者の割合が増えていることが明らかになるにつれ、その確信はさらに強まっています（チャート 5）。 我々は2017年8月3日以来、ユーロに対してポンドをロングしています。このトレードはこの期間で6.6％上昇しました。投資家はこのポジションを維持すべきです。実質金利差に基づけば、GBP/EURは現在の1.16ではなく1.30付近で取引されるべきであると考えられます（チャート 6）。ハード・ブレグジットリスクがさらに後退すれば、クロスは公正価値に向かうと予想します。 チャート 5 ブレグジット不安：後悔の事例 ブレグジット不安：ブレモースの場合 ブレグジット不安：ブレモースの場合 チャート 6 ポンドには大きな上値余地がある ポンドの大幅な上昇余地 ポンドの大幅な上昇余地   世界成長見通しは改善 チャート 7 成長減速はソフトデータでより顕著だった 景気の減速はソフト指標でより顕著になっている 景気の減速はソフト指標でより顕著になっている チャート 8 ISMの低迷の中で製造業生産は反発している 製造業の生産高がISM指数の低迷の中で反発 製造業の生産高がISM指数の低迷の中で反発 貿易戦争のデタントとブレグジット問題の解決は世界成長を下支えするはずです。経済データの弱さは、事業調査のような「ソフト」指標でより明確に現れており、工業生産などの「ハード」指標ほど顕著ではありません（チャート 7）。特に、ISM製造業指数が低迷する中でも、過去3か月間で米国の製造業生産は安定しています（チャート 8）。センチメントが回復すれば、ソフトデータも改善するでしょう。 世界の金融環境は、主に多くの中央銀行によるハト派転換のおかげで過去5か月で大幅に緩和されました（チャート 9）。政策金利を引き下げた中央銀行の純数は、一般に6～9か月先行して世界の製造業PMIをリードします（チャート 10）。加えて、FRBが再び国債買入れを開始した決定はドル流動性を増やし、金融環境の更なる緩和に寄与するでしょう。 チャート 9 緩和された金融環境が世界成長を押し上げる 金融環境の緩和が世界経済の成長を後押しする 金融環境の緩和が世界経済の成長を後押しする   チャート 10 金融緩和の効果は間もなく実体経済に波及するはずだ 金融緩和の効果は間もなく経済に波及するはずだ。 金融緩和の効果は間もなく経済に波及するはずだ。 中国による景気刺激の強化も世界成長の再加速を後押しするはずです。中国のマネーおよびクレジットの伸びは9月に予想を上回りました。中国人民銀行は預金準備率を引き下げており、これがインターバンク金利の低下に寄与しています。残りの今年期間で中期貸出制度（MLF）への更なる利下げが予想されます。中国のクレジット成長の変化は世界成長を約9か月先行します（チャート 11）。 チャート 11 中国の信用拡大が世界成長の回復を支える 中国のクレジットは世界経済の成長回復を支えるはずだ 中国のクレジットは世界経済の成長回復を支えるはずだ グローバル株式をオーバーウェイトのまま APECサミットまでに「フェーズ1」貿易協定をまとめる道のりはでこぼこ道である可能性が高いものの、我々は12か月の投資期間において債券に対してグローバル株式をオーバーウェイトするという推奨を引き続き強調します。 世界成長が底打ちしているという証拠をもう少し確認でき次第、数週間以内に新興国（EM）および欧州株式の評価を引き上げる見込みです。 最終的に株式の軌道は業績の動向に依存します。米国の決算シーズンは今週始まりました。先週時点でFactSetがまとめたデータによれば、アナリストはS&P500のEPSが第3四半期に前年同期比で4.6％減少すると予想していました。ただし、2015年以降、EPS成長は概ね予想を約4ポイント上回ってきたことを念頭に置いてください（チャート 12）。したがって、妥当な見方は、米国の業績は今四半期横ばいとなり、低い期待値のハードルをクリアするというものです。 チャート 12 実際のEPSは概ね予想を上回っている クンバヤ クンバヤ チャート 13 利益と名目GDP成長は同じ動きをする傾向がある 収益と名目GDP成長率は歩調を合わせて動く傾向がある 収益と名目GDP成長率は歩調を合わせて動く傾向がある これまでに決算を発表した63社のS&P500構成銘柄のうち83％が予想を上回っており、これは歴史的平均の64％を上回っています。これにより現在の第3四半期の見積りは悲観的すぎるという見方が支持されます。 先を見れば、名目GDP成長が加速するにつれて業績成長は回復するはずです（チャート 13）。 世界成長が加速すると、新興国（EM）と欧州株式は一般にグローバルベンチマークをアウトパフォームする傾向があります（チャート 14）。これはそれらの株式市場がより景気循環的であるためです。加えて、ドルは逆循環的通貨として、高成長環境では弱含む傾向があります。ドル安は景気循環株に対して相対的に大きな恩恵をもたらします（チャート 15）。  チャート 14 新興国およびユーロ圏の株式は世界成長が改善すると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、新興国株式と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、新興国株式とユーロ圏株式は通常アウトパフォームする チャート 15 ドルが弱含めば景気循環株がアウトパフォームする ドル安になれば景気循環株がアウトパフォームする ドル安になれば景気循環株がアウトパフォームする 我々は金融株を景気循環セクターの定義に含めます。世界成長が改善すると、長期国債利回りは限界的に上昇します。中央銀行が急いで利上げする状況にはないため、イールドカーブはスティープ化するでしょう。これが銀行の利益と株価を押し上げます（チャート 16）。 景気循環株は現在ディフェンシブ株と比べてかなり割安です（チャート 17）。同様に、非米国株式は地域間のセクター構成の違いを調整しても、米国株に比べてかなり割安です。米国株はフォワードEPS倍率で17.5倍で取引されているのに対し、国際株式はより魅力的な13.7倍のフォワードPEで取引されています。より高い利益利回りとより低い海外金利の組み合わせは、米国外の株式リスクプレミアムが概ね2パーセントポイント高いことを示唆しています（チャート 18）。 チャート 16 利回り曲線の急勾配化は金融株に恩恵をもたらす より急勾配なイールドカーブは金融セクターに恩恵をもたらす より急勾配なイールドカーブは金融セクターに恩恵をもたらす チャート 17 景気循環株はディフェンシブ株より魅力的だ 景気循環株はディフェンシブ株より魅力的だ 景気循環株はディフェンシブ株より魅力的だ   チャート 18 株式リスクプレミアムはかなり高く、特に米国外で顕著だ 株式リスクプレミアムはかなり高く、特に米国外で顕著です。 株式リスクプレミアムはかなり高く、特に米国外で顕著です。 世界成長が底打ちするという証拠をもう少し確認でき次第、我々は数週間以内に新興国および欧州株式の評価を引き上げる見込みです。  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本文は、グローバル・インベストメント・ストラテジーの「第4四半期2019 ストラテジー・アウトルック：『見せて』市場」（2019年10月4日）を参照してください。 2 「Update to IP Commission Report: The Report of the Commission on the Theft of American Intellectual Property」（2017年）、The National Bureau of Asian Research。 3本文は、グローバル・インベストメント・ストラテジー週次レポートの「エリザベス・ウォーレンと市場」（2019年9月13日）を参照してください。 ストラテジー＆マーケット動向 マクロクォント・モデルと現在の主観的スコア クンバヤ クンバヤ 戦略的推奨 クローズドトレード

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.

Dear Client, In lieu of our regular Weekly Report this week, tomorrow we will be publishing a joint Special Report on the Chinese automobile industry outlook with our Emerging Markets Strategy service, authored by my colleague Ellen JingYuan He. Best regards, Jing Sima China Strategist Feature Chart 1Chinese Economy Likely To Bottom In Q1 President Trump announced last Friday the first phase of a potential trade agreement with China. For now, the most concrete aspect of the announcement has been the deferral of an increase in tariffs that had been scheduled to occur this week, in exchange for agriculture purchase commitments from China. Market participants initially reacted with caution to the news, given the U.S. administration’s about-face in early-May and given signs from Beijing that China “needs time” to finalize a deal. However, Chinese policymakers have subsequently played up the progress made during the negotiations, and characterized both sides as being on “the same page”. We noted in last week’s report that China’s economy was likely to stabilize in Q1 of next year (Chart 1), but that a further shock to China’s external sector and/or internal policy missteps could easily tip the Chinese economy into a deeper growth slowdown.1 This, to us, justified a tactically bearish stance towards Chinese stocks, despite our positive cyclical bias. Indeed, following our tactical underweight call initiated on July 24,2 relative to global stocks, Chinese investable stocks dropped nearly 3% in the months of August and September in reaction to intensified trade tension. Chart 2Chinese Stocks Have Been Underperforming Since Late April While it is not yet clear how substantive the final deal between the U.S. and China will be, it is our judgment that the odds of a further escalation in the trade war have legitimately fallen over the past week. Both sides of the negotiating table have strong incentives to reach a deal (particularly the U.S.), and both U.S. and Chinese policymakers may finally be acting in a way that is consistent with each side’s respective constraints. As such, we no longer feel that a tactical underweight stance is warranted, and we recommend that clients maintain a neutral stance towards Chinese stocks over the near term. The potential for the talks to collapse once again is keeping us from recommending an outright overweight tactical stance, as well as the small but still non-trivial chance that the final deal is not meaningful enough to help revive economic activity. Cyclically, a substantive trade deal would be bullish for Chinese stocks, as the relative performance of both the investable and domestic markets are meaningfully below their late-April highs (Chart 2). The stimulus that policymakers have already provided should be enough to stabilize Chinese domestic demand, and a trade deal should help reinforce a stabilization in sentiment and activity over the coming year. However, one risk to our cyclical positioning is that the removal of uncertainty for China’s exporters strengthens the will of Chinese policymakers to curb “excess” credit growth. For now, this remains “a story for another day”, as investors will almost certainly bid up Chinese stocks (particularly the investable market) in reaction to a deal. But the behavior of China’s credit impulse following the surge in Q1 of this year underscores that policymakers are very serious about preventing another significant rise in the macro leverage ratio. This could lead to a less optimistic outlook over the coming 6-12 months than we originally expected when we recommended upgrading Chinese stocks earlier this year, and is a risk that we will be continually monitoring over the coming months. Stay tuned!   Jing Sima China Strategist JingS@bcaresearch.com   Footnotes 1      Please see China Investment Strategy Weekly Report, “Mild Deflation Means Timid Easing”, dated October 9, 2019, available at cis.bcaresearch.com 2      Please see China Investment Strategy Weekly Report, “Threading A Stimulus Needle (Part 2): Will Proactive Fiscal Policy Lose Steam?”, dated July 24, 2019, available at cis.bcaresearch.com   Cyclical Investment Stance Equity Sector Recommendations