自動車メーカー

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.

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

ハイライト 欧州および世界の成長は第4四半期に反発するが、その反発は長続きしないだろう。 債券：債券利回りはわずかに上昇すると予想され、特に深くマイナス圏にある利回りがそうである。欧州または世界の債券ポートフォリオではドイツ国債をアンダーウェイトする。 通貨：ゼロ／マイナス利回りの通貨が最も上昇余地を持ち、我々の選好は引き続き円である。 株式：成長とバリュエーションの綱引きにより、広範な株式市場指数は横ばいチャネルにとどまるだろう。しかし利回りがより高いため、債券より株式を優先する。 株式セクター：中国以外の景気循環株が中国関連株をアウトパフォームするだろう。資源および／または工業セクターに対して銀行を引き続きオーバーウェイトする。 株式地域：ユーロストックス50を上海総合指数および／または日経225に対して引き続きオーバーウェイトする。 特集 快適さと不快感は絶対的なものではなく相対的なものである。手を冷たい水に入れると、それが快適に感じるか不快に感じるかは、手がどこから来たかによる。室温から来た手なら冷たい水は不快に感じられるだろう。しかしもし手が氷水から来たなら、冷たい水は至福に感じられるだろう！ 同じ原理が、我々や金融市場が短期的な経済成長をどのように認識するかにも当てはまる。強い拡大の後では、年率1％の穏やかな成長率は不快に感じられる。しかし経済収縮の後では、1％の成長は非常に心地よく感じられる。 ここから重要な点が二つ導かれる： 短期的には、市場は成長率そのものよりも、成長率が加速しているのか減速しているのかを重視する。 成長の短期的なドライバー、すなわち債券利回り、クレジット、そして原油価格については、それらの単なる変化ではなく、それらの変化の変化、すなわちインパルスに注目しなければならない。なぜなら、債券利回り、クレジット、原油価格のインパルスが経済成長の加速や減速を引き起こし、しばしば数ヶ月の先行性を持つからである。 今週のチャートとチャート I-1–I-4を組み合わせれば疑いはない。ユーロ圏、米国、中国では、国内債券利回りの6か月インパルスが国内の6か月クレジットインパルスをほぼ完璧な精度で先導してきた。 今週のチャート 信用成長は第4四半期に反発、その後減速する クレジットの伸びは第4四半期に回復、その後は鈍化する クレジットの伸びは第4四半期に回復、その後は鈍化する チャート I-2 ユーロ圏の債券利回りインパルスは信用インパルスをリードする ユーロ圏の債券利回りインパルスはクレジット・インパルスに先行する ユーロ圏の債券利回りインパルスはクレジット・インパルスに先行する チャート I-3 米国の債券利回りインパルスは信用インパルスをリードする 米国の債券利回りインパルスは同国のクレジット・インパルスに先行している 米国の債券利回りインパルスは同国のクレジット・インパルスに先行している チャート I-4 中国の債券利回りインパルスは信用インパルスをリードする 中国の債券利回りインパルスはクレジット・インパルスに先行する 中国の債券利回りインパルスはクレジット・インパルスに先行する このほぼ完璧な精度に基づけば、ユーロ圏と米国の信用インパルスは第4四半期に短期間反発するはずである。しかし中国では、反発はほとんど、あるいは全く期待できない。ユーロ圏と米国では債券利回りが急落し、それが信用インパルスに追い風をもたらしたが、中国では動きが小さかった。実際、中国の債券利回りの6か月インパルスは過去数か月でむしろ逆風領域へと深まっている（チャート I-5）。 チャート I-5 ユーロ圏と米国では債券利回りインパルスが追い風だったが、中国ではそうではない 債券利回りのインパルスはユーロ圏と米国では追い風だったが、中国ではそうではなかった 債券利回りのインパルスはユーロ圏と米国では追い風だったが、中国ではそうではなかった したがって、第4四半期の信用成長の反発は中国ではなく欧州と米国に起因するだろう。戦術的には、これは中国以外の景気循環株を中国株より有利にする。しかし2020年前半にかけては、債券利回りが今後あらゆる地域で非常に急落しない限り、主要経済圏全てで信用インパルスは薄れていくと予想する。 インパルスに基づく投資 多くの人にとって、債券利回り、クレジット、原油価格の変化ではなくインパルスが経済成長の加速・減速を駆動するという点は混乱を招く。混乱を解消するために、その点を明確にしよう。 ユーロ圏と米国の信用インパルスは第4四半期に短期間反発するはずだ。 債券利回りの低下は新たな借入を誘発する。例えば、米国の債券利回りが0.5％低下すると、住宅ローン申請件数が一定程度増加する（チャート I-6）。新規借入は需要を押し上げ、成長を生む。しかし次期にさらに0.5％低下しても、同じ程度の新規借入と成長を生むだけであり、重要な点は利回りの低下が同じであれば成長は加速しないということである。 チャート I-6 一定の債券利回り低下は一定の新規借入増加を引き起こす 債券利回りの一定の低下は新規借入の一定の増加を引き起こす 債券利回りの一定の低下は新規借入の一定の増加を引き起こす 最初の0.5％の利回り低下に続いて、より大きな例えば0.6％の低下が起これば成長は加速する――これは追い風インパルスを意味する。逆に直感に反して、最初の0.5％の低下に続いて0.4％のようなより小さな低下が続けば、成長は減速する――これは逆風インパルスを意味する。 ドイツの景気後退を自動車のせいにするな チャート I-7 ドイツの自動車生産は第3四半期に反発した ドイツの自動車生産は第3四半期に反発した ドイツの自動車生産は第3四半期に反発した もしドイツ経済が第3四半期に縮小し、いわゆるテクニカル・リセッションに入れば、反射的に自動車産業の問題が原因だと非難されるだろう。しかし証拠はその説明を支持していない。ドイツの新車生産は第3四半期に反発した（チャート I-7）。問うべきは：もし自動車でないとすれば、減速の真の原因は何か、である。 もっともらしい答えは、ドイツは最近、原油価格インパルスから深刻な逆風を受けたということだ。ドイツはGDP単位当たりの道路交通量が世界で非常に高く、米国に次いで2番目である（表 I-1）。ドイツの高い交通強度の説明として考えられるのは、米国と同様にドイツが複数のハブとスポークを持つ分散型経済であり、交通の交差が多いことだろう。しかし米国とは異なり、ドイツの輸送は原油輸入に大きく依存しており、これらは代替が難しく価格に対して非常に非弾力的である。原油価格と歩調を合わせてドイツの原油輸入の価値が上昇すると、ドイツの純輸出は減少し、成長を押し下げる。 表 I-1 ドイツはGDP単位当たりの道路交通強度が非常に高い 成長は第4四半期に持ち直すが、2020年に失速する 成長は第4四半期に持ち直すが、2020年に失速する   要するに、原油価格インパルスはドイツの短期的な成長の加速と減速に大きな影響を与えている。2019年6月ごろまでの6か月期間は深刻な逆風インパルスに相当した。これは、その期間の原油価格が30％上昇したが、直前の6か月期間では40％下落しており、合わせて70％の逆風インパルスに相当するからである。1  ドイツはGDP単位当たりの道路交通量が世界で非常に高い国の一つである。 通常の数か月のラグを考慮すると、この深刻な逆風インパルスはドイツの最近の減速に大きく寄与した。原油価格の6か月インパルスの振動は、ドイツの6か月経済成長の振動を不気味なほどの精度で説明している（チャート I-8）。良いニュースは、原油価格の深刻な逆風インパルスが緩和され、第4四半期にドイツ経済成長の反発を可能にしたことだ。 チャート I-8 原油価格インパルスがドイツの成長変動を説明する 原油価格のインパルスがドイツの成長の変動を説明する 原油価格のインパルスがドイツの成長の変動を説明する それでも、想定される反発はワイルドカード、すなわち「地政学的リスクインパルス」によって無効化される可能性がある。明確にしておくと、これは技術的な意味でのインパルスではないが、類似の概念である：潜在的なテールイベントの数が増えているのか減っているのか。第4四半期について我々の主観的な答えは、それらは減少している、である。 欧州では、イタリアでの新しい連立政権の形成が当面の間イタリア政治をテールイベントの候補から外した。一方、英国ではベン・バート法案が10月31日の合意なきブレグジットを排除するのに十分に起草されたと我々は想定する。他方、米中貿易戦争や中東の緊張は第4四半期を通じて停滞状態にある可能性が高い。 第4四半期のポジショニング 世界および欧州の成長が第3四半期に失望的であった後、我々は第4四半期の反発を期待する。しかし現時点では、その反発の勢いが2020年深くまで続くと確信するには至っていない。第4四半期に向けたポジショニングは以下の通りである： 第4四半期の反発を期待する。 債券： 債券利回りはわずかに上昇すると予想され、特に深くマイナス圏にある利回りがそうである。欧州あるいは世界の債券ポートフォリオではドイツ国債をアンダーウェイトする。 通貨： ゼロ／マイナス利回りの通貨が最も上昇余地を持ち、我々の選好は引き続き円である。ブレグジットの決着が付けば、ポンドが最大の動き手となる可能性があり、我々の印象は上方向である。ただし実行する前により明確な状況を待つ。 株式： 成長とバリュエーションの綱引きにより、広範な株式市場指数は過去2年間に存在している横ばいレンジにとどまるだろう（チャート I-9）。しかし債券より利回りが高いため、醜い対決では株式を優先する。 株式セクター： 中国以外の景気循環株が中国関連株をアウトパフォームするだろう。資源および／または工業に対して銀行を引き続きオーバーウェイトする。 株式地域： ユーロストックス50を上海総合指数および／または日経225に対して引き続きオーバーウェイトする（チャート I-10）。 チャート I-9 グローバル株式はここ2年間ほとんど動いていない グローバル・エクイティはこの2年間ほとんど動いていない グローバル・エクイティはこの2年間ほとんど動いていない チャート I-10 引き続き欧州をオーバーウェイトする ##br## 中国に対して 中国に対してヨーロッパを引き続きオーバーウェイトで保つ 中国に対してヨーロッパを引き続きオーバーウェイトで保つ   フラクタル・トレーディング・システム* ニッケル価格の最近の急騰は供給混乱、特にインドネシアの輸出禁止に関する懸念によるものである。しかし、その上昇幅はテクニカルに過熱しているように見える。これを金とのペアトレードとして表現する：金ロング／ニッケルショート。 チャート I-11 ニッケル対金 ニッケル VS. ゴールド ニッケル VS. ゴールド 利食い目標を11％に設定し、対称的なストップロスを適用する。 いかなる投資においても、過度のトレンド追随やグループシンクが自然な不安定点に達すると、外的な触媒の有無にかかわらず既存のトレンドが崩壊しやすくなる。初期の警告サインは、投資のフラクタル次元がその自然な下限に近づくことである。励みになることに、このトリガーはあらゆる資産クラスにわたるさまざまな規模の逆トレンド・ムーブを一貫して特定してきた。 2016年6月9日以降のフラクタルトレーディング・モデルのルールは次の通りである： 投資が確立されたトレンドにある状態でフラクタル次元が下限に近づくと、それは流動性によるトレンド反転の潜在的トリガーである。したがって、逆トレンドのポジションを建てる。 利食い目標は直前13週間の動きの3分の1の反転幅とする。対称的なストップロスを適用する。 利食い目標またはストップロスでポジションをクローズする。そうでなければ13週間後にポジションをクローズする。 リスク管理にはポジションサイズの倍率を用いる。リスクが高いポジションほどポジションサイズは小さくする。 * 詳細はヨーロピアン・インベストメント・ストラテジー特別レポート「フラクタル、流動性 & トレーディング・モデル」（2014年12月11日付）を参照。eis.bcaresearch.comで入手可能である。 Dhaval Joshi, チーフ 欧州インベストメント・ストラテジスト dhaval@bcaresearch.com フットノート 1 WTI原油価格の6か月ステップは$74.15、$45.21、$58.24であった。最初の変化は40％の下落に相当し、二番目の変化は30％の上昇に相当した。したがって6か月インパルスは70％であった。 フラクタル・トレーディング・モデル 景気循環向け推奨 構造的推奨 終了したフラクタルトレード トレード 終了したトレード 資産パフォーマンス 通貨＆債券 株式セクター 国別株式 指標 債券利回り チャート II-1 注目指標 - 債券利回り 注目すべき指標 - 債券利回り 注目すべき指標 - 債券利回り チャート II-2 注目指標 - 債券利回り 注目すべき指標 - 債券利回り 注目すべき指標 - 債券利回り チャート II-3 注目指標 - 債券利回り 注目すべき指標 - 債券利回り 注目すべき指標 - 債券利回り チャート II-4 注目指標 - 債券利回り 注目すべき指標 - 債券利回り 注目すべき指標 - 債券利回り   金利 チャート II-5 注目指標 - 金利見通し 注目すべき指標 - 金利見通し 注目すべき指標 - 金利見通し チャート II-6 注目指標 - 金利見通し 注目すべき指標 - 金利見通し 注目すべき指標 - 金利見通し チャート II-7 注目指標 - 金利見通し 注目すべき指標 - 金利期待 注目すべき指標 - 金利期待 チャート II-8 注目指標 - 金利見通し 注目すべき指標 - 金利見通し 注目すべき指標 - 金利見通し  

Highlights While a self-fulfilling crisis of confidence that plunges the global economy into recession cannot be excluded, it is far from our base case. Provided the trade war does not spiral out of control, it is highly likely that global equities will outperform bonds over the next 12 months. The auto sector has been the main driver of the global manufacturing slowdown. As automobile output begins to recover later this year, so too will global manufacturing. Go long auto stocks. As a countercyclical currency, the U.S. dollar will weaken once global growth picks up. We expect to upgrade EM and European equities later this year along with cyclical equity sectors such as industrials, energy, and materials. Financials should also benefit from steeper yield curves. We still like gold as a long-term investment. However, the combination of higher bond yields and diminished trade tensions could cause bullion to sell off in the near term. As such, we are closing our tactical long gold trade for a gain of 20.5%. Feature “The Democrats are trying to 'will' the Economy to be bad for purposes of the 2020 Election. Very Selfish!” – @realDonaldTrump, 19 August 2019 8:26 am “The Fake News Media is doing everything they can to crash the economy because they think that will be bad for me and my re-election” – @realDonaldTrump, 15 August 2019 9:52 am Bad Juju Chart 1Spike In Google Searches For The Word Recession President Trump’s remarks, made just a few days after the U.S. yield curve inverted, were no doubt meant to deflect attention away from the trade war, while providing cover for any economic weakness that might occur on his watch. But does the larger point still stand? Google searches for the word “recession” have spiked recently, even though underlying U.S. growth has remained robust (Chart 1). Could rising angst induce an actual recession? Theoretically, the answer is yes. A sudden drop in confidence can generate a self-fulfilling cycle where rising pessimism leads to less private-sector spending, higher unemployment, lower corporate profits, weaker stock prices, and ultimately, even deeper pessimism. Two things make such a vicious cycle more probable in the current environment. First, the value of risk assets is quite high in relation to GDP in many economies (Chart 2). This means that any pullback in equity prices or jump in credit spreads will have an outsized impact on financial conditions.   Chart 2The Total Market Value Of Risk Assets Is Elevated Chart 3Not Much Scope To Cut Rates Second, policymakers are currently more constrained in their ability to react to adverse shocks, such as an intensification of the trade war, than in the past. Interest rates in Europe and Japan are already at zero or in negative territory (Chart 3). Even in the U.S., the zero-lower bound constraint – though squishier than once believed – remains a formidable obstacle. Chart 4 shows that the Federal Reserve has cut rates by over five percentage points, on average, during past recessions. It would be impossible to cut rates by that much this time around if the U.S. economy were to experience a major downturn.   Chart 4The Fed Is Worried About The Zero Bound Fiscal stimulus could help buttress growth. However, both political and economic considerations are likely to limit the policy response. While China is stimulating its economy, concerns about excessively high debt levels have caused the authorities to adopt a reactive, tentative approach. Japan is set to raise the consumption tax on October 1st. Although a variety of offsetting measures will mitigate the impact on the Japanese economy, the net effect will still be a tightening of fiscal policy. Germany has mused over launching its own Green New Deal, but so far there has been a lot more talk than action. President Trump floated the idea of cutting payroll taxes, only to abandon it once it became clear that the Democrats were unwilling to go along. On The Positive Side Despite these clear risks, we are inclined to maintain our fairly sanguine 12-to-18 month global macro view. There are a number of reasons for this: First, the weakness in global manufacturing over the past 18 months has not infected the much larger service sector (Chart 5). Even in Germany, with its large manufacturing base, the service sector PMI remains above 50, and is actually higher than it was late last year. This suggests that the latest global slowdown is more akin to the 2015-16 episode than the 2007-08 or 2000-01 downturns. Chart 5AThe Service Sector Has Softened Much Less Than Manufacturing (I) Chart 5BThe Service Sector Has Softened Much Less Than Manufacturing (II) Second, manufacturing activity should benefit from a turn in the inventory cycle over the remainder of the year. A slower pace of inventory accumulation shaved 90 basis points off of U.S. growth in the second quarter and is set to knock another 40 basis points from growth in the third quarter, according to the Atlanta Fed GDPNow model. Excluding inventories, U.S. GDP growth would have been 3% in Q2 and is tracking at 2.7% in Q3 – a fairly healthy pace given the weak global backdrop (Chart 6). Chart 6The U.S. Economy Is Still Holding Up Well Outside the U.S., inventories are making a negative contribution to growth (Chart 7). In addition to the official data, this can be seen in the commentary accompanying the Markit manufacturing surveys, which suggest that many firms are liquidating inventories (Box 1). Falling inventory levels imply that sales are outstripping production, a state of affairs that cannot persist indefinitely. Third, and related to the point above, the automobile sector has been the key driver of the global manufacturing slowdown. This is in contrast to 2015-16, when the main culprit was declining energy capex. According to Wards, global vehicle production is down about 10% from year-ago levels, by far the biggest drop since the Great Recession (Chart 8). The drop in automobile production helps explain why the German economy has taken it on the chin recently. Chart 7Inventories Are Making A Negative Contribution To Growth Chart 8Auto Sector: The Culprit Behind The Manufacturing Slowdown Importantly, motor vehicle production growth has fallen more than sales growth, implying that inventory levels are coming down. Despite secular shifts in automobile ownership preferences, there is still plenty of upside to automobile usage. Per capita automobile ownership in China is only one-fifth of what it is in the United States, and one-fourth of what it is in Japan (Chart 9). This suggests that the recent drop in Chinese auto sales will be reversed. As automobile output begins to recover later this year, so too will global manufacturing. Investors should consider going long automobile makers. Chart 10 shows that the All-Country World MSCI automobiles index is trading near its lows on both a forward P/E and price-to-book basis, and sports a juicy dividend yield of nearly 4%.1 Chart 9The Automobile Ownership Rate Is Still Quite Low In China Chart 10Auto Stocks Are A Compelling Buy   Fourth, our research has shown that globally, the neutral rate of interest is generally higher than widely believed. This means that monetary policy is currently stimulative, and will become even more accommodative as the Fed and a number of other central banks continue to cut rates. Remember that unemployment rates have been trending lower since the Great Recession and have continued falling even during the latest slowdown, implying that GDP growth has remained above trend (Chart 11). As diminished labor market slack causes inflation to rebound from today’s depressed levels, real policy rates will decline, leading to more spending through the economy.  Chart 11Unemployment Rates Keep Trending Lower The Trade War Remains The Biggest Risk The points discussed above will not matter much if the trade war spirals out of control. It is impossible to know what will happen for sure, but we can deduce the likely course of action based on the incentives that both sides face. President Trump has shown a clear tendency in recent weeks to try to de-escalate trade tensions whenever the stock market drops. This is not surprising: Despite his efforts to deflect blame for any selloff on others, he knows full well that many voters will blame him for losses in their 401(k) accounts and for slower domestic growth and rising unemployment. What about the Chinese? An increasing number of pundits have warmed up to the idea that China is more than willing to let the global economy crash if this means that Trump won’t be re-elected. If this is China’s true intention, the Chinese will resist making any deal, and could even try to escalate tensions as the U.S. election approaches. It is an intriguing thesis. However, it is not particularly plausible. U.S. goods exports to China account for 0.5% of U.S. GDP, while Chinese exports to the U.S. account for 3.4% of Chinese GDP. Total manufacturing value-added represents 29% of Chinese GDP, compared to 11% for the United States. There is no way that China could torpedo the U.S. economy without greatly hurting itself first. Any effort by China to undermine Trump’s re-election prospects would invite extreme retaliatory actions, including the invocation of the War Powers Act, which would make it onerous for U.S. companies to continue operating in China. Even if Trump loses the election, he could still wreak a lot of havoc on China during the time he has left in office. Moreover, as Matt Gertken, BCA’s Chief Geopolitical Strategist, has stressed, if Trump were to feel that he could not run for re-election on a strong economy, he would try to position himself as a “War President,” hoping that Americans rally around the flag. That would be a dangerous outcome for China.  Chart 12Would China Really Be Better Off Negotiating With A Democrat As President? In any case, it is not clear whether China would be better off with a Democrat as president. The popular betting site PredictIt currently gives Elizabeth Warren a 34% chance of winning, followed by Joe Biden with 26%, and Bernie Sanders with 15% (Chart 12). This means that two far-left candidates with protectionist leanings, who would stress environmental protection and human rights in their negotiations with China, have nearly twice as much support as the former Vice President. All this suggests that China has an incentive to de-escalate the trade war. Given that Trump also has an incentive to put the trade war on hiatus, some sort of détente between the U.S. and China, as well as between the U.S. and other players such as the EU, is more likely than not. Investment Conclusions Provided the trade war does not spiral out of control, it is very likely that global equities will outperform bonds over the next 12 months. Since it might take a few more months for the data on global growth to improve, equities will remain in a choppy range in the near term, before moving higher later this year. As we discussed last week, the equity risk premium is quite high in the U.S., and even higher abroad, where valuations are generally cheaper and interest rates are lower (Chart 13).2 Chart 13AEquity Risk Premia Remain Quite High (I) Chart 13BEquity Risk Premia Remain Quite High (II) The U.S. dollar is a countercyclical currency (Chart 14). If global growth picks up later this year, the greenback should begin to weaken. European and emerging market stocks have typically outperformed the global benchmark in an environment of rising global growth and a weakening dollar (Chart 15). We expect to upgrade EM and European equities – along with more cyclical sectors of the stock market such as industrials, materials, and energy – later this year. Chart 14The U.S. Dollar Is A Countercyclical Currency Chart 15EM And Euro Area Equities Usually Outperform When Global Growth Improves     Thanks to the dovish shift by central banks around the world, government bond yields are unlikely to return to their 2018 highs anytime soon. Nevertheless, stronger economic growth should lift long-term yields at the margin, causing yield curves to steepen (Chart 16). Steeper yield curves will benefit beleaguered bank stocks. Chart 16Stronger Economic Growth Should Lift Long-Term Bond Yields, Causing Yield Curves To Steepen Finally, a word on gold: We still like gold as a long-term investment. However, the combination of higher bond yields and diminished trade tensions could cause bullion to sell off in the near term. As such, we are closing our tactical long gold trade for a gain of 20.5%. Peter Berezin, Chief Global Strategist Global Investment Strategy peterb@bcaresearch.com   Box 1 Evidence of Inventory Liquidation In The Manufacturing Sector Footnotes 1 The top ten constituents of the MSCI ACWI Automobiles Index are Toyota (22.6%), General Motors (7.8%), Daimler (7.3%), Honda Motor (6.2%), Ford Motor (5.7%), Tesla (4.8%), Volkswagen (4.8%), BMW (3.8%), Ferrari (3.0%), Hyundai Motor (2.4%). 2 Please see Global Investment Strategy Special Report, “TINA To The Rescue?” dated August 23, 2019. 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Highlights Korean stocks are facing downside risks over the next several months. Exports will continue to contract on falling semiconductor prices and retrenching global demand. Growth deceleration and low inflation will lead the central bank to cut rates in 2019. Within an EM equity portfolio, we are downgrading Korean tech stocks from overweight to neutral but remain overweight the non-tech sector. We are booking gains on our strategic long positions in EM tech versus both the broader EM equity benchmark and materials. The KRW/USD exchange rate is at a critical technical juncture. Investors should wait to buy on a breakout and/or sell on a breakdown of the tapering wedge pattern. Feature   Decelerating and lately contracting South Korean exports have been a major drag on the economy and stock market (Chart I-1). The country is heavily reliant on manufacturing, with exports of goods contributing to nearly half of real GDP. Chart I-1Korean Stocks: Unsustainable Rebound? Although exports are currently shrinking, Korean domestic stock prices still rebounded. The rebound has mostly been driven by the information technology (tech) sector (Chart I-2). Is this recent rally justified by underlying fundamentals? Will share prices continue to rise in 2019? Our inclination is ‘no’ to both questions. There are still dark clouds on the horizon for both Korea’s business cycle and stock market. We are downgrading Korean tech stocks to neutral from overweight within a dedicated EM equity portfolio. However, we are maintaining our overweight in non-tech stocks relative to the EM equity benchmark. Lingering Risks In The Semiconductor Industry Korea’s dependence on the semiconductor sector has risen considerably in the past several years: Semiconductor exports have risen from under 10% to slightly above 20% of total goods exports (Chart I-3). As such, the outlook for semiconductor exports is a critical factor for future economic growth. Chart I-3Korea: Increasing Reliance On The Semiconductor Sector Table 1 lists the top 10 major exported goods from Korea, together contributing about 72% of total exports. Semiconductors are by far the largest component. Last year, overseas sales of semiconductors alone contributed to some 90% of growth in Korean exports, and about one-third of the country’s nominal GDP growth. Notably, Korea produces the largest quantity of DRAM and NAND memory chips in the world. Last year, Korean semiconductor companies accounted for about 70% of global DRAM and 50% of NAND flash global sales revenue. In 2019 Korean semiconductor exports will likely contract due to further deflation in DRAM and NAND memory prices (Chart I-4). Chart I-4Memory Prices Are Plunging The 2016-2017 surge in DRAM and NAND flash prices was due to supply shortages relative to demand. Last year, NAND prices plunged and DRAM prices began to fall as their supply-demand balances shifted to oversupply. This year, the glut will worsen. Demand Global demand for DRAM and NAND memory is slowing. Memory demand from the global smartphone sector – one important end-user market for DRAM and NAND memory chips – is contracting. According to the International Data Corporation (IDC), the global mobile phone sector is the biggest end-market for both DRAM and NAND memory chips, with nearly 40% market share in each. As major markets like China and advanced economies have entered the saturation phase of mobile-phone demand, global smartphone shipments are likely to decline further in 2019 (Chart I-5, top panel). Chart I-5Global Memory Demand Is Slowing DRAMeXchange1 expects global smartphone production volume for 2019 to fall by 3.3% from last year. In addition, the significant surge in bitcoin prices greatly boosted cryptocurrency mining activity in 2016-‘17 as miners quickly expanded their computing power. This contributed to strong DRAM demand and in turn higher semiconductor prices between June 2016 and May 2018. With the bust of bitcoin prices, this demand has vanished, which will further weigh on prices (Chart I-5, bottom panel). Supply High semiconductor prices in 2016-2017 boosted global production capacity expansion of DRAM and NAND memory chips. Based on data compiled by the IDC, global DRAM and NAND flash capacity expanded by 5.7% and 4.3% respectively in 2018 from a year earlier. As most of the global new capacity was added in the second half of 2018, the output of DRAM and NAND in 2019 will be higher than last year. Moreover, DRAM capacity will grow an additional 4% this year. Because of rising supply and slowing demand, both DRAM and NAND markets are in excess supply and have high inventories. DRAMeXchange forecasts that average DRAM prices will drop by at least another 20% in 2019, while NAND flash prices will fall another 10% from current levels. DRAM and NAND flash memory are the largest components of Korean tech producers. Yet they also sell many other tech products such as analog integrated circuits, LCD drivers, discrete circuits, sensors, actuators, and so on. Apart from the negative impact of declining global DRAM and NAND flash prices, the country’s semiconductor exports will also suffer from slowing demand in China in 2019. China, the biggest importer of Korean semiconductor products, has already shown waning demand. Its imports of electronic integrated circuits and micro-assemblies have contracted over the past two months in both value and volume terms (Chart I-6, top and middle panels). This mirrors a similar contraction in Korean semiconductor exports over the same period (Chart I-6, bottom panel). Chart I-6Weakening Chinese Semiconductor Demand Bottom Line: Korean semiconductor producers will likely face a contraction in their sales in 2019 due to weakening demand and deflating semiconductor prices. Diminishing Competitive Advantage Korea has been losing its competitive edge in key sectors like automobiles and smartphones. Even though the country remains highly competitive in the global semiconductor industry, it is beginning to show early signs of losing competitiveness there too. Improving competitiveness among other producers as well as a slowing pace of technological improvement and rising production costs are major reasons underlying Korea’s diminishing global competitiveness. Automobiles Korean auto manufacturers have lost market share in the global auto market. In China, the world’s biggest auto market, Korean brands’ market share has declined significantly in the past four years, losing out to both Japanese and German brands (Chart I-7, top three panels). Chart I-7Korea: Losing Market Shares In China's Auto Market Korean car companies have established auto manufacturing plants in China over the past decade. As a result, all Korean cars sold in China are produced within China, and automobile exports to China from Korea have fallen to zero (Chart I-7, bottom panel). Due to Korean auto manufacturers’ diminishing competitive advantage, Korean automobile production and exports peaked in 2012 in terms of volumes, and have been on a downtrend over the past seven years (Chart I-8, top panel). Chart I-8Further Decline In Korean Auto Output And Exports Is Possible While demand for Korean cars in the EU remains resilient, sales volumes in the U.S., China and the rest of world have been on a downward trajectory (Chart I-8, bottom three panels). Smartphones In the global smartphone market, Korea’s major smartphone-producing company – Samsung – has been in fierce competition with Chinese brands, and it seems to be losing the battle. Chart I-9 shows that while Samsung’s smartphone sales declined 8% year-on-year last year, smartphone sales from major Chinese smartphone producers (Huawei, Xiaomi, Oppo and Vivo) continued to grow at a pace of 20%. Chart I-9Korea: Losing Market Shares In Global Smartphone Market From 2012 to 2018, China’s share of global smartphone shipments rose from 6% to 39%. By comparison, Samsung’s share declined from 30% to 21% over the same period. Semiconductors Korean semiconductor companies – notably Samsung and SK Hynix – will likely remain the biggest producers in the memory market, given their advanced technology. However, there are still signs that Korean semiconductor companies will face increasing challenges in protecting their market share. Based on IDC data, Korean semiconductor companies’ share of global DRAM capacity will inch lower to 65% in 2019 from 65.4% in 2017, while their share of NAND capacity will decline to 53.8% from 57.5% during the same period. Meanwhile, China is focusing on boosting its self-sufficiency in terms of semiconductor production. At the moment there is still a three- to four-year technological gap between China and Korea in DRAM and NAND mass production, though the gap is likely to narrow. In the meantime, the U.S. will continue to create obstacles to prevent the rise of the Chinese semiconductor sector. However, these factors will only delay – not avert – the sector’s development and growth. We believe China will remain firmly committed to develop its semiconductor sector, particularly memory products, irrespective of the cost of investment necessary to do so. Similar to what has transpired in both automobile and smartphone production (Chart I-10), China will slowly increase its penetration in the semiconductor market with increasing capacity and a narrower technology gap over the next five to 10 years. After all, the world’s biggest semiconductor demand is in China. Chart I-10China: A Rising Star In Global Auto And Smartphone Market Significant increase in labor costs = falling export competitiveness for all sectors Korean President Moon Jae-in’s flagship economic policy, “income-led growth,” has resulted in dramatic increases in minimum wages since he took office in 2017, further damaging Korea’s competitiveness. The nation’s minimum wage was hiked by 7.3% in 2017, 16.4% in 2018 and will rise by another 11% to 8,350 KRW or $7.40 an hour, in 2019. As the president remains committed to meeting his campaign pledge of lifting the minimum wage to 10,000 KRW an hour, or about $8.90, this would require a further 20% increase in the next year or two. In addition, the government has also limited the maximum workweek to 52 hours since last July for businesses with more than 300 workers. Last month, the Cabinet further approved a revision bill whereby workers are eligible to receive an additional eight hours of wages every weekend for 40 hours of work that week. The new wage regulations have become a substantial burden on employers in all industries. The impact is more severe on small- and medium-sized enterprises (SMEs). According a recent survey, about 30% of SMEs have been unable to pay workers due to the state-set minimum wage. It is also affecting large manufacturers. According to a joint statement released in late December by the Korea Automobile Manufacturers Association and the Korea Auto Industries Cooperative Association, local automakers’ annual labor cost burdens will increase by at least 700 billion won (US$630 million) a year. As for auto parts manufacturers, a skyrocketing financial burden due to the new policy may threaten their survival. In addition, despite the KORUS FTA agreement reached between Korea and the U.S. last September, Korean auto manufacturers still fear they will be subject to new tariffs in 2019. On February 17, the U.S. Commerce Department submitted a report about imposing tariffs on imported automobiles and auto parts to U.S. President Donald Trump, who will make a decision by May 18. Our Geopolitical Strategy Service (GPS) team believes the odds of U.S. administration imposing auto tariffs on imported cars from Korea are small as this will be against the KORUS FTA agreement.2 Our GPS team also believes Japan is less likely to suffer a tariff than the EU, and even if Japan suffers a tariff along with the EU, Japan will negotiate a waiver more quickly than the EU. In both cases, Korea is likely to sell more cars in the U.S., but it will continue to face strong competition from Japan. Bottom Line: In addition to weakening global demand, a deterioration in Korea’s competitive advantage, due in large part to improving competitiveness among other producers and rising domestic wages, will negatively affect Korean exports. What About Domestic Demand? Record fiscal spending in 2019 will boost public sector consumption considerably, offsetting weakening consumption in the private sector. As the new wage policy will likely result in more layoffs and additional shuttering of businesses, domestic retail sales growth will remain under pressure (Chart I-11). Hence, an unintended consequence of the government’s higher income policy will be weaker aggregate income and consumer spending growth. Chart I-11KOREA The New Wage Policy May Trigger More Layoffs And Weaken Retail Sales Manufacturing and service sector jobs, including wholesale and retail trade and hotels and restaurants, account for 17% and 23% of total employment, respectively. Of all sectors, these two lost the most employees in January from a year ago. Meanwhile, due to the government’s deregulation of loans in 2014, Korean household debt has increased at a much faster pace than nominal income growth (Chart 12, top panel). As a result, Korea’s household debt has rapidly risen to 86% of its GDP as of the end of the third quarter of last year, from 72% four years ago – (Chart I-12, bottom panel). Elevated household debt at a time of rising layoffs will increase consumer anxiety and weigh on household spending. Chart I-12High Household Debt Will Weigh On Spending In order to combat an economic downturn, the government last month approved a record 467 trillion won ($418 billion, 26.5% of the country’s 2018 GDP) budget for 2019, up 9.5% from last year. The last time the budget increased by such a big scale was in 2009, when spending rose 10.7% in the wake of the global financial crisis. In addition, the government will front-load spending – with 61% of the budget to be spent in the first half of 2019. Household spending and government expenditures account for 48% and 15% of real GDP, respectively, while exports equal about 50% of real GDP. Hence, the increase in fiscal spending will not entirely offset the contraction in exports and slowdown in consumer spending. This entails a considerable slowdown in economic growth in 2019. Bet On Monetary Easing With growth disappointing and both headline and core inflation well below 2% (Chart I-13), the central bank will cut rates in 2019. Chart I-13Bet On A Rate Cut So far, economic growth has decelerated in the past 10 months, and recent data shows no signs of recovery. The country’s manufacturing sector is in contraction, with manufacturing PMI holding below the 50 boom-bust line in January (Chart I-14). Meanwhile, South Korea's unemployment rate rose to a nine-year high in January, with most of the job losses in the manufacturing and construction sectors. Chart I-14Manufacturing Sector: Still In Contraction Saramin, a South Korean job search portal, surveyed 906 firms in South Korea last month, 77% of which expressed unwillingness to hire new employees due to higher labor costs and negative business sentiment. Retail sales volume growth recently tumbled to 2-3%, pointing to faltering domestic demand (Chart I-11 above, bottom panel). The fixed-income market is not pricing in a rate cut in 2019. Therefore, investors should consider betting on lower interest rates. Shrinking exports and rate cuts will likely undermine the Korean won. Bottom Line: Economic deceleration and low inflation will lead the central bank to cut interest rates in 2019. Investment Implications The following are our investment recommendations: Downgrade the Korean tech sector from overweight to neutral within the EM space. We are reluctant to downgrade to underweight because many other emerging markets and sectors within the EM universe have poorer structural fundamentals than Korean tech. The tech sector accounts for 38% of the MSCI Korea Index, and 27% of the KOSPI in terms of market value. The stock with the largest weight in the MSCI Korea equity index is Samsung Electronics, with a share of 25%, followed by SK Hynix, with a ~5% share. Both are very sensitive to semiconductor prices. Specifically, semiconductor sales accounted for 31% of Samsung’s revenue, but contributed 77% of Samsung’s operating profit last year (Table I-2). Falling prices reduce producers’ profits by more than falling volumes.3 Hence, profits of semiconductor producers in Korea and globally will shrink in 2019. This will lead to a substantial selloff in Korean tech stocks (Chart I-15). Chart I-15Falling Memory Prices Will Trigger A Sell-Off In Korean Tech Stocks Meanwhile, China accounts for 33% of Samsung’s revenue, making it the largest market (Chart I-16). The ongoing economic slump in China’s domestic demand implies weaker demand for Korean shipments to China, which account for 28% of its exports and 14% of its GDP. ​​​​​​​ We are booking gains on our strategic long position in the Korean tech sector versus the EM benchmark index first instituted on January 27, 2010. This trade resulted in a 136% gain (Chart I-17, top panel). Chart I-16Taking Profits On Our Overweight Tech Positions Consistently, we are also taking profits on our long EM tech / short EM materials stocks trade, a strategic recommendation initiated on February 23, 2010 that has yielded a 186% gain (Chart I-17, second panel). The basis for this strategic position was our broader theme for the decade of being long what Chinese consumers buy and short plays on Chinese construction, which we initiated on June 8, 2010.4 Stay overweight non-tech equities within the EM space. The fiscal stimulus will have a considerable positive impact on the economy. Besides, Korean non-tech stocks have been weak relative to the EM equity benchmark, and in a renewed EM selloff they could act as a low-beta play (Chart I-17, bottom panel). We initiated our long Korean non-tech sector versus the EM benchmark index on May 31, 2018, which has so far been flat. The KRW/USD exchange rate is at a critical technical juncture. Investors should wait and buy on a breakout or sell on a breakdown of the tapering wedge pattern. The KRW/USD has been in a tight trading range over the past eight months (Chart I-18) and is approaching a major breaking point – i.e., any move will be significant, which we expect will largely depend on the movement of the RMB/USD. Chart I-18Tapering Wedge Patterns The natural path for the RMB would have been depreciation versus the U.S. dollar. However, China may opt for a flat exchange rate versus the U.S. dollar given its promises to the U.S. within the framework of forthcoming trade agreements. We have been shorting the KRW versus an equally weighted basket of USD and yen since February 14, 2018. We continue to hold this trade for the time being. Investors should augment their positions if the KRW/USD breaks down or close this trade and go long the won if the KRW/USD breaks out of its tapering wedge pattern. With respect to fixed income, we continue to receive Korean 10-year swap rates as we expect interest rates to fall meaningfully. Local investors should overweight bonds versus stocks.   Ellen JingYuan He, Associate Vice President Emerging Markets Strategy ellenj@bcaresearch.com     Footnotes 1 DRAMeXchange, the memory and storage division of a technology research firm TrendForce, has been conducting research on DRAM and NAND Flash since its creation in 2000. 2 Please see the Geopolitical Strategy Weekly Report, "Trump's Demands On China", published April 4, 2018. Available at gps.bcaresearch.com. 3 Please see the Emerging Markets Strategy Weekly Report “Corporate Profits: Recession Is Bad, Deflation Is Worse”, dated January 28, 2016, available at www.bcaresearch.com 4 Please see the Emerging Markets Strategy Special Report “How To Play Emerging Market Growth In The Coming Decade”, dated June 8, 2010, available at www.bcaresearch.com. Equity Recommendations Fixed-Income, Credit And Currency Recommendations

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Highlights China’s recently released pro-auto-consumption policy will lead to a moderate 5-8% recovery in auto sales/production this year. However, the impact from the stimulus will be much less than the previous two episodes in 2009 and 2016. The value of Chinese auto sales is likely to increase by RMB 200 billion to 350 billion, which is about 0.2-0.4% of the country’s nominal GDP in 2018. New-energy cars will continue to gain market share with supportive policies. Meanwhile, domestic brand car manufacturers will likely benefit most from the upcoming recovery in the Chinese auto market, while American car producers will benefit the least. We recommend preparing to go long Chinese auto stocks in the domestic market in absolute terms, subject to the terms of a trade agreement with the U.S. In addition, we continue to overweight domestic consumer discretionary stocks versus the benchmark, and versus domestic consumer staples. Feature China is the world’s largest car producer and consumer – its domestic sales account for about 30% of global auto sales (Chart 1, top panel). The country experienced a 3% contraction in auto sales and production through last year, the first year of negative annual growth in 28 years. The contraction rapidly accelerated into the double digits over the past few months (Chart 1, bottom panel). Chart 1Chinese Auto Industry: Policy Stimulus = Recovery In 2019 As the auto sector is an important driver of China’s economic growth, whenever the industry has shown signs of weakness, the central government has typically implemented a series of supportive policies designed to stimulate the domestic auto market. The authorities successfully did this in 2009-2010 and 2016-2017. Late last month, they again announced a set of pro-auto-consumption policies. The question going forward is how effective these measures will be in boosting auto sales. We believe the recovery will be rather moderate compared with the 2009-2010 and 2016-2017 episodes. Chances are that the growth of auto sales and production will recover to 5-8% in 2019. As a result, we recommend preparing to go long Chinese auto stocks in absolute terms, subject to the terms of a trade agreement with the U.S. Cyclical And Secular Forces Shaping Auto Sales A comparison of the current auto market to the one that prevailed in 2009 and 2016 is helpful to gauge the extent of the strength of the pending auto sales recovery expected this year. Box 1 shows the recently released pro-auto-consumption plan by the Chinese government, which focuses on six aspects, including promoting auto replacement, NEV sales, auto sales in rural areas, pick-up truck sales, development of the second-hand car market, and auto sales in cities that have restricted auto sales policies.   BOX 1: China’s Stimulus Package For Domestic Auto Industry The recently released pro-auto-consumption plan by the Chinese government includes: Promoting auto replacement: Providing subsidies to consumers who scrap their older, higher-polluting cars for new, lower-emission or zero-emission cars; Encouraging NEV sales: Providing subsidies to advanced NEV sales and giving more privileges to new energy trucks; Promoting auto sales in rural areas: Providing subsidies to rural residents who scrap their tricycles to buy a truck with cylinder capacity equal or less than 3.5 tons, or a passenger car with cylinder capacity equal or less than 1.6L; Promoting pick-up truck sales: Widening access areas within cities for pick-up trucks; Accelerating the development of the second-hand car market: Allowing second-hand car trades across different cities and provinces; Loosening auto sales restrictions in cities that have restricted auto sales policies. Regarding the amount of subsidies, the government did not provide details.   Putting it all together, we believe that this time the impact from the stimulus will be much more muted than the previous two episodes in 2009 and 2016. First, there is no sales tax reduction measure in this round of stimulus. The most important driver for the auto market recovery in 2009 and 2016 was a sales tax reduction in passenger cars with cylinder capacity equal to or less than 1.6L from 10% to 5% (Chart 2). However, this time, there is no such cut. While the government is maintaining zero sales tax on new energy vehicles (NEV), the sales tax on all automobiles remains at 10% this year. Chart 2The Lessons From The 2009 And 2016 Episodes Second, domestic pent-up demand for automobiles is much lower than it was in both 2009 and 2016. The car ownership rate, defined as the number of passenger cars per 1000 households, has risen significantly to 453 in 2018 (Chart 3). This means that nearly half of Chinese households already own at least one car as of 2018. In comparison, the car ownership rate was only 91 in 2008 and 318 in 2015. Chart 3Less Pent-Up Demand For Autos In 2019 Than Before Third, Chinese households’ debt levels have surged in the past few decades, constraining their ability to purchase cars and other goods (Chart 4, top panel). While many investors compare the cross-country household debt burden relative to GDP, Chinese household debt has already risen to nearly 120% of households’ disposable income, surpassing the U.S. (Chart 4, bottom panel). Chart 4Increasing Households' Debt Burden Constrains Ability To Buy A Car Fourth, while the recent stimulus packages aim to promote auto sales in rural areas, the difficulty of getting auto loans is much higher for the average rural household than for the average urban household, as the former generally have much lower income levels. In addition, peer-to-peer lending, which has become a major source of auto loans in recent years due to lower lending standards compared with banks, has collapsed since last year (Chart 5). With tightening regulations, the difficulty of acquiring auto loans through peer-to-peer lending is currently higher than before. Chart 5Rising Difficulty To Get An Auto Loan Lastly, there has been a structural decline in consumers’ willingness to buy cars due to increasing traffic congestion, limited parking space and more advanced public transportation. Moreover, more mature car rental markets and the rising use of car-sharing services have also helped reduce the need to buy a car, to some extent. This is a major difference from 2009-2010 and 2016. In Chart 6, both falling households’ marginal propensity to consume and declining consumption loan growth suggest a decreasing willingness to consume among Chinese consumers. Chart 6Chinese Consumers: Falling Willingness To Consume With all the aforementioned cyclical and structural forces in place, the impact on domestic auto sales from the recent stimulus package will be smaller in 2019 than in 2009 and 2016. That said, these policies will still be supportive, and likely sufficient to lift auto sales from contraction back to positive growth this year. Estimating the magnitude of the impact remains challenging, however, due to lingering uncertainty about the size of government subsidies. Based on all six measures listed in Box 1, the scale of subsidies provided by the government will be the major determinant for auto sales growth in China in 2019. In general, the bigger the subsidies, the stronger the push on auto sales. In 2009, both the central government and local government provided subsidies for stimulating auto sales. This time, while the financing sources could still be both central and local governments, local governments’ ability to finance auto consumption stimulus is diminishing due to their much higher debt levels and weaker revenues from land sales than in the past. For now, our view is that the impact from the stimulus will be much less significant than the previous two episodes in 2009 and 2016. Auto sales growth was 4.7% and 3% in 2015 and 2017, respectively. With recently announced stimulus, we expect the growth will be higher than in those years. Bottom Line: We expect that the growth of Chinese auto sales/production volumes will rebound to 5-8% this year, much slower than the 45% growth seen in 2009 and 14% growth in 2016. With a similar growth rate in value terms, Chinese auto sales are likely to increase by RMB 200 to 350 billion, which is about 0.2-0.4% of the country’s 2018 nominal GDP. The Winners And Losers At 5-8%, growth will be equivalent to a 1.5-2 million-unit increase in domestic auto sales. This will lead to a similar increase in auto production, as most cars are domestically produced. In terms of fuel use, automobiles can be classified as gasoline cars, diesel cars and new-energy cars. Chart 7 shows that gasoline cars currently hold 84% market share. In terms of brand, automobiles can be categorized as Chinese brands, Japanese brands, German brands, American brands, Korean brands and others. Chart 8 shows their market structure, with Chinese brands currently accounting for 42% of total market share. As the Chinese auto market is set to have a moderate recovery this year, which kinds of cars will benefit most, and which will benefit least? Even though China plans to gradually reduce its subsidies on NEVs to zero in 2021, several factors suggest that NEVs will still be the biggest winner, taking more market share from both gasoline and diesel cars. The government is aiming to increase the NEV market share from 4.5% currently to 20% by 2025. Assuming total sales rise to 32 million units in 2025 from current levels of 28 million (about 2% annual growth), this would imply that NEV sales will surge to 6.4 million units from 1.3 million currently, which is equal to 26% annual growth over the next seven years (Chart 9). Chart 9NEV Sales: Plenty Of Upside In addition to governments continuing subsidies, the sales tax on NEVs will be held at zero until the end of 2020, a big advantage over non-NEV vehicles, which carry the 10% sales tax. In addition, in cities that have license restrictions on car sales or have time or area restrictions on on-road autos, NEVs are not constrained by such policies, which is an attractive privilege for car buyers to consider. For example, in Shanghai, it costs over 80,000 RMB to buy a license plate for a non-NEV car if the potential buyer is lucky enough to be selected by random draw. In comparison, buying a NEV allows the buyer to have a free license plate. Current NEVs can achieve recharge mileage of 300-450 kilometers, with a price of RMB 100,000 to RMB 150,000 per unit. While the recharge mileage is sufficient for most daily use, prices are no longer substantially higher than prices for traditional gasoline or diesel cars. Major global and local NEV producers are expanding their production in China. For example, Tesla last month started building its mega electric car manufacturing plant in Shanghai, which will initially produce 250,000 cars per year, and eventually ramp up to half a million. This will be about five times the number of vehicles the company currently produces in the U.S. Most NEVs that have been sold in China are Chinese-brand NEVs. However, with China further opening up its auto sector and allowing more foreign NEV producers to invest and produce cars in China, Chinese NEV producers will face increasing competition and may lose some market share to foreign NEV producers. Meanwhile, Chinese NEV-related supportive policies will likely benefit both local and foreign NEV producers as the government is determined to develop the domestic NEV market and encourage NEV sales. That said, local producers will still enjoy slightly more favorable policies than foreign ones. Given that the government is promoting smaller-engine passenger car sales in rural areas and encouraging the replacement of old diesel cars with NEVs, sales and production of gasoline cars may also increase slightly, while diesel cars are likely to rise the least. In terms of brand, Chinese and American brands lost share to Japanese and German brands last year. We believe Chinese brands will benefit most from this year’s government-led auto market recovery for two reasons (Chart 10, top panel): Chart 10Chinese Brands Will Benefit Most From This Year’s Policy Stimulus The authorities will likely favor local brand producers in terms of benefitting from the subsidies they give to car buyers. In addition, local brand cars in general have lower prices than foreign brands, which could be the most attractive feature for price-sensitive rural residents. In the meantime, as the government encourages local auto replacement, this may benefit Japanese and German brands (Chart 10, second and third panels), as buyers with replacement needs will likely upgrade their cars to ones of higher quality and better reputation. Among American cars, while we are positive on American NEV car sales in China, we still expect American cars to continue to lose market share due to weakening sales of American non-NEV car sales (Chart 10, bottom panel). American cars are generally more expensive than Chinese-brand cars, and they are often perceived as slightly lower quality than either Japanese or German brands. Moreover, the ongoing trade dispute may bias Chinese buyers against buying an American car. Bottom Line: We believe NEV producers and Chinese-brand car producers will benefit most from this year’s government-led auto market recovery. Investment Implications There are several important conclusions that stem from our research. First, while rebounding auto production will likely lift demand for many metals, housing construction is artificially supporting demand and is set to decelerate over the coming year (Chart 11). Consequently, we do not believe that accelerating auto production alone is a license to be long industrial metals over the coming year. Chart 11Weakening Property Market Weighs More On Commodity Market Second, within the equity space, we recommend that global investors prepare to go long domestic auto stocks on an absolute basis after the outcome of the U.S.-China trade talks emerges later this month. Rebounding auto production will likely lead to a cyclical improvement in auto producer earnings, which in combination with deeply oversold conditions bodes well for the 6-12 month outlook (Chart 12). Chart 12Look To Long Domestic Auto Stocks In An Absolute Term U.S. negotiators are seeking increased access to the Chinese auto market, which implies that the outcome of the negotiations carries some event risk for domestic producers (particularly if China’s concessions on this front turn out to be large). But our sense is that we are likely to recommend an outright long position favoring domestic automakers barring a trade deal with deeply negative implications for domestic producer market share. Third, our bullish bias towards Chinese auto producers and our constructive outlook for the home appliance market supports two of our existing trades favoring consumer discretionary stocks. Chart 13 highlights that production and sales volume for several home appliance products is depressed, and stands to benefit from a flurry of policy announcements late last month that were intended to support the industry. Chart 13Home Appliances: Rebound Soon On Stimulus As Well Both auto producers and home appliance manufacturers belong to the consumer discretionary sector, and we recommend maintaining a long domestic consumer discretionary position versus both the domestic benchmark and relative to consumer staples (both trades were initiated on November 141). While domestic consumer discretionary stocks are expensive vs. the domestic benchmark on a P/B basis (Chart 14), the sector’s relative P/E ratio is trading at the very low end of its historical range and the trade has eked out modest positive gains since initiation. Chart 14Remain Overweighting Consumer Discretionary Sector Our long discretionary / short staples trade has faired much worse, down 11% since initiation due to a significant rally in consumer staples stocks (rather than losses in the discretionary sector). We recommend that investors stick with the trade over the coming 6-12 months despite the loss, as Chart 15 highlights that the discretionary / staples trade could not be more extreme in terms of relative performance or valuation. Our bet is that this trade will reverse course in 2019, for a meaningful period, in response to a cyclical tailwind from policy. Chart 15Stay Long Discretionary / Short Staples   Ellen JingYuan He, Associate Vice President Emerging Markets Strategy EllenJ@bcaresearch.com   Footnotes 1 Please see BCA Research’s China Investment Strategy Special Report “Chinese Household Consumption: Full Steam Ahead?”, published November 14, 2018. Available at cis.bcaresearch.com. Cyclical Investment Stance Equity Sector Recommendations

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As we near the end of an impressive year for equities, the relationship between price growth and earnings growth and how to best position a portfolio for 2018 bears some reflection. The purpose of this report, rather than take a position on inflation or growth, is to create a roadmap such that investors can allocate according to their expectations for both and also avoid potential pitfalls and embrace likely winners. Diagram 1Four Quadrants Of Earnings And Inflation In framing our analysis, we will focus on the top half of a well-known growth/inflation matrix presented in Diagram 1 below (stay tuned for a follow-up Special Report when we examine the sector impacts of deflation). We have used S&P 500 earnings as our measure of growth for two reasons: first, they lead GDP and IP growth and second, they are most relevant in a discussion of S&P 500 sector allocations. While inflation and earnings growth tend to move together, this has not always been the case. We have identified six time periods in which inflation has been visibly rising (shaded in Chart 1) and compared it with S&P 500 EPS growth. The mean reverting nature of S&P 500 earnings growth makes discerning a pattern difficult but, more often than not, there is a positive correlation with rising inflation. Over the last 60 years S&P 500 earnings growth has averaged 7.6%, while core PCE prices increased on average by 3.3%. As shown in Table 1 below, S&P 500 earnings outpaced core inflation in four periods (indeed, they grew much faster) and fell behind in two periods. We thus place 1965-1971 and 1998-2002 in the top-left quadrant of our matrix (Stagflation) and 1973-1975, 1976-1981, 1987-1989 and 2003-2006 in the top-right (Boom Times). It is important to qualify that, for the purposes of this report, we are considering all periods in which inflation is increasing, not necessarily periods when it is elevated on an absolute basis. Chart 1Earnings And Inflation Usually Move Together... Table 1...But Not Always In our examination of inflation and sector winners last year1, we presented Table 2 below, now modified to tie sector earnings growth to relative share price performance. Breaking down sector performance in boom and bust periods is revealing. The first and most obvious observation is that stock performance tracks earnings growth in all periods, implying that fundamentals lead valuation, as they should. The second observation is that empirical evidence supports sector allocation theory in inflationary boom/bust periods. Table 2Sector Performance When Inflation Rises In theory, the best performing stocks in a stagflation environment would have low economic sensitivity but high pricing power. This is borne out with S&P health care being the top performing sector both from an earnings growth and, predictably, relative stock performance perspective. By contrast, the top performing boom time stocks should be the most economically sensitive yet still stores of value. In these periods, the top overall performer was energy which checks all the boxes. This year, we are expanding our analysis to the GICS2 sectors which have shared the same cyclical return profile as their GICS1 peers (Table 3). In the inflationary busts, defensive stocks including healthcare equipment and food & beverage outperformed. As expected, the inflationary booms saw traditional cyclical indices including energy and transportation outperform. Table 3GICS2 Sector Performance When Inflation Rises In the next section, we will take a deeper look at three of the GICS2 top and two bottom quartile performers when inflation is rising. Energy - (Currently Overweight) The S&P energy index has been a stellar performer in all six high inflation periods we have examined and has the highest average return of all GICS2 sectors. This is logical, considering the sector's revenue, profit and share price leverage to the underlying commodity. During periods of high inflation, all stores of value tend to increase and oil is no exception. An additional tailwind for energy prices with inflation is the associated elevated industrial production; the current synchronized global growth backdrop should sustain a healthy level of demand for energy. Keep in mind oil prices are an excellent gauge of global growth. In the context of a falling rig count and contracting oil stocks (Chart 2), energy prices and stocks seem likely to remain well bid, underpinning our overweight recommendation on the S&P energy index. Transportation - (Currently Overweight) Transportation can largely be summarized as S&P railroads (currently overweight) and S&P air freight & logistics (currently overweight) which together comprise 75% of the index. The index has been a very strong performer in periods of rising inflation, driven by coincident accelerating global trade volumes (Chart 3). Historically, global industrial production and both rail and air freight EPS have moved in tandem as relatively fixed supply drives pricing power firmly on the side of logistics providers (Chart 3). This pricing power allows the transportation to mitigate the usually coincidentally highly volatile energy price via oil surcharges, offsetting what is typically the largest input cost. Together, firming volumes and pricing gains support an outsized earnings outlook and our overweight recommendation in transportation. Chart 2Inflation, IP And Oil Prices Move Together Chart 3Rising Inflation Is A Boon To Global Trade Volume Health Care Equipment - (Currently Neutral) The S&P health care equipment index has consistently been an outperformer in each of the six high inflation impulse periods we analyzed. This is all the more interesting, considering it is the least cyclical of the top quartile relative performers. Health care equipment sales are largely driven by new facility construction which is, in turn, driven at least in part by consumer spending on health care. Consumer health care expenditure has a demonstrated propensity to follow (with significantly greater amplitude) overall inflation (Chart 4). Further, health care equipment is highly levered to global demand; the latter clearly rises hand in hand with inflation and should be EPS accretive to the former. Elevated relative valuations offsetting the positive operating environment keep us on the sidelines. Chart 4Health Care Spending Tracks Inflation Automotive - (Currently Underweight) Returns in the S&P automotive index are by far the most consistently negative when inflation is rising. Rising interest rates driving the costs of ownership higher, combined with the rational avoidance of a depreciating asset when stores of value are preferable, have historically impaired light vehicle sales as inflation climbs. In fact, the two have a tight negative correlation (Chart 5). In an industry where margins are razor thin at the best of times and fixed costs are relatively high, a shrinking top line implies significant profit contraction. Add on a highly geared balance sheet in a rising rate environment and the ingredients are all in place for underperformance. The current environment echoes this analysis; inventories are still elevated despite manufacturer incentives hitting their highest level in history and seven-year auto loans becoming the norm, something unheard of in previous cycles. Chart 5Inflation And Auto Sales Are Inversely Correlated Utilities - (Currently Underweight) Utilities, as the prototypical defensive sector, have unsurprisingly performed poorly as inflation is rising. Rising inflation expectations go hand in hand with rising bond yields (Chart 6); as a fixed-income proxy, utilities are likely to be subject to the same drubbing as the bond market when yields rise. Further, surging global trade is a notable boon to the three outperformers previously highlighted with their exceptional international exposure; utilities are a domestic-only investment and are bound to underperform. Overall, we recommend an underweight position in utilities. Chart 6Inflation Is A Headwind To Fixed Income Proxies Chris Bowes, Associate Editor U.S. Equity Strategy chrisb@bcaresearch.com 1 Please see BCA U.S. Equity Strategy Weekly Report, "Equity Sector Winners And Losers When Inflation Climbs," dated December 5, 2016, available at uses.bcaresearch.com.

Highlights Beige Book highlights disconnect between inflation words and inflation data. Peak in auto sales is not a harbinger of recession. Capital spending still trending higher. Inflation and inflation surprise will need to move higher before Fed hikes again. Big disconnect between 10-year yield and our fair value model. Feature Disconnect On Inflation Chart 1Beige Book Monitors Support##BR##Fed's Outlook On Economy And Inflation The Beige Book released on September 6 supports the Fed's base case outlook for the economy and inflation. It also keeps the Fed on track to begin trimming its balance sheet in September and boost rates by another 25 basis points in December if the CPI and PCE inflation readings turn higher. Our quantitative approach to the qualitative data in the Beige Book points to an acceleration in GDP and inflation, less business unease from a rising U.S. dollar, and ongoing improvement in real estate, both commercial and residential (Chart 1). At 64%, the BCA Beige Book Monitor was still near its cycle highs in September, providing further confirmation that economic growth was sturdy in the first two months of Q3. The Fed noted that "the information included in the report was primarily collected before Hurricane Harvey made landfall on the Gulf Coast." However, there was a mention of the storm's clout based on preliminary assessments of business and banking contacts across several districts. The U.S. dollar should not be much of an issue in the Q3 earnings season, according to the Beige Book. The greenback seems to have faded as a concern for small businesses and bankers, in sharp contrast with 2015 and early 2016 when Beige Book references to a strong dollar surged. The Q3 earnings reporting season will provide corporate managements with another forum to discuss the currency's impact on their operations. The 2% decline in the dollar over the past 12 months suggests that the dollar may even provide a small lift to Q3 results (Chart 1, panel 4). Remarkably, business uncertainty over government policy (fiscal, regulatory and health) has moved lower in 2017. The implication is that the business community is largely ignoring the lack of progress by Washington policymakers on Trump's agenda (Chart 1, panel 5). Echoing the market's disagreement with the Fed on inflation, the big disconnect in the Beige Book showed up in the number of inflation words (Chart 1, panel 3). Expressions of inflation dipped between the July and September reports. That said, a wide disconnect remains between the elevated inflation mentions and the soft readings on CPI and PCE. In the past, increased references to inflation have led measured inflation by a few months, suggesting that the CPI and core PCE may soon turn up. Bottom Line: The Beige Book backs the Fed's assertion that the economy will expand around 2% this year and inflation will mount in the coming months, supporting a gradual removal of policy accommodation. Policy uncertainty in Washington and worries over the dollar seem to be fading. The divide between the quantity of inflation words in the Beige Book and measured inflation remains unresolved. Neither the soft data in the Beige Book nor the hard data on the economy suggest that an economic downturn is nigh. Recession Not Imminent Some investors have concluded that the peak in auto sales, a key component of consumer spending on durable goods, suggests that a recession is imminent (Chart 2). We take a different view. Zeniths in consumer durable goods, followed closely by consumer services, were primary harbingers of economic downturns in the post-WWII period. However, expenditures on autos, light trucks and other durables tend to peak seven quarters before the onset of recession. Consumer spending on nondurable goods and services provide less of a warning, topping out just five and four quarters out, respectively. The implication for investors is that the peak in auto sales suggests that a recession is still several years away (Chart 3, panels 1-4). Chart 2Vehicle Sales May##BR##Have Peaked Chart 3Consumer Spending And##BR##Housing Prior To Recessions Housing investment provides an even earlier indication that a recession is on the horizon (Chart 3, panel-panel 5). Housing peaked 17 quarters before the start of the 2007 recession and 20 quarters, on average, before the onset of the 2001 and 1991 recession. Since the early 1960s, a crest in housing provided seven quarters of warning before a downturn commenced. While housing's contribution to overall economic growth plunged in Q2, we expect housing to provide fuel for the next few years as pent up demand from the depressed household formation rate since the GFC is worked off. The implication from our upbeat view on housing is that the next recession is still several years away. Bottom Line: We expect the next recession to be triggered by an over aggressive Fed, not by imbalances in one of more segments of the economy. It is premature to say that the economy is headed into recession based on a peak in auto sales. Stay long stocks versus bonds, but we recommend that clients be prudent, paring back any overweight positions and holding some safe-haven assets within diversified portfolios. Business Capital Spending Still Up Elevated readings on capex in the first half of the year should persist into the second half. Corporate managements may be postponing investment decisions until they have more clarity on federal tax policy and the Trump administration's plans for infrastructure investment. In short, corporations continue to struggle with how much and when to spend, rather than whether to invest at all. The key supports for sustained corporate spending stayed in place despite the soft July factory orders report and lackluster C&I loan growth. BCA's model for capex (based on non-residential fixed investment, small business optimism and the speculative-grade default rate) suggests lending is poised to climb on a 12-month basis (Chart 4) despite the softening of C&I loan growth since November 2016. Moreover, the 3.3% month-over-month (m/m) drop in factory orders in July masked an upward revision to orders in June and a substantial 1.0% m/m gain in core orders. Core shipments, which feed directly into GDP, rose 1.2% m/m in July. Almost all of the weakness in orders and shipments in July was linked to a 71% plunge in the volatile aircraft orders segment. BCA's research shows that sustainable capital spending cycles get underway only when businesses see evidence that consumer final demand is on the upswing. Consumer expenditures averaged an above-trend 2.7% in 1H. We anticipate that household spending will continue to improve in the second half of 2017.1 Moreover, recent readings on core durable goods orders and shipments show that the uptrend that began in mid-2016 persists, despite recent monthly wiggles in the data (Chart 5). Chart 4BCA Capex Model Points##BR##To Further Improvement Chart 5Capital Spending##BR##Remains In An Uptrend CEO confidence, still a primary support for capex, recently soared to a 13-year high in Q1, but retreated modestly in Q2. The last reading on this survey was in mid-July, and the dip in sentiment reflects the lack of legislative progress in Washington (Chart 5, top panel). The next CEO survey is set for mid-October. The dip in CEO sentiment in Q2 stands in sharp contrast with the easing of concerns around policy in the Beige Book. Chart 6Surprising Drop In Policy##BR##Uncertainty This Year Surprisingly, the chaos in Washington during the first eight months of the Trump administration has not led to an increase in economic policy uncertainty (Chart 6). Instead, after rising sharply in the wake of the Brexit vote in mid-2016 and the U.S. presidential election in November, policy uncertainty has ebbed. While uncertainty over economic policy remains elevated relative to the past few years, the concern under Trump is surprisingly subdued. This metric is in line with the Beige Book's assessment of Trump's impact on sentiment. A series of business-friendly legislative wins for the GOP and President Trump would further reduce any qualms. Even so, a failure by Congress to boost the debt ceiling and fund the U.S. government later this month would increase business worries/fears. Late last week, Trump cut a deal with Congressional Democrats to extend the debt ceiling for three months and is in talks to do away with it altogether. Bottom Line: The fundamentals still support solid business spending. However, BCA's positive capex outlook in the U.S. could be blemished if the Republicans fail to deliver on their promises to cut taxes and boost infrastructure spending in the next several months. Inflation Surprise And The Fed Chart 7The Fed Cycle And Inflation Surprise We expect inflation surprise to move higher, which could spur the Fed to resume its rate hike campaign. A disconnect has opened between economic surprise and inflation surprise.2 In the past 13 years, there have been 15 periods when economic surprise has climbed after a trough. The inflation surprise index temporarily increased in 13 of those episodes. For example, in the aftermath of the oil price peak in the U.S. in mid-2014, both economic surprise and inflation surprise diminished through early 2015 and then began climbing. However, today's inflation surprise index has rolled over while economic surprise has gained. The inflation surprise index escalated during previous tightening regimes when the economy was at full employment and the Fed funds rate was in accommodative territory (Chart 7). The last time those conditions were in place, which was in 2005, the Fed was wrapping up a rate increase campaign that began in mid-2004. Mounting inflation surprise also accompanied most of the Fed's rate increases from mid-1999 through mid-2000 under similar conditions. In late 2015, as the current set of rate hikes commenced, the inflation surprise index was on the upswing, the economy was close to full employment and the Fed funds rate was accommodative. What Does This Mean For The Fed? The above analysis underscores that economic growth is in good shape and it is likely to remain so for the next year at a minimum, barring any nasty shocks. Normally, the positive U.S. (and global) growth backdrop would place upward pressure on bond yields. It has not been the case this time. Investors appear skeptical of the ability of strong economic growth to generate higher inflation. The attitude seems to be "we will believe it when we see it". Some on the FOMC are taking a similar attitude. Lael Brainard, a FOMC governor, presented an interesting speech last week that makes this point. She speculated that inflation has been lower post-Lehman for structural reasons related partly to a drop in long-term inflation expectations. The Fed has been reluctant in the past to even hint that inflation expectations have become unmoored, because that could reinforce the trend, thus making it harder for the Fed to move inflation up to target. Brainard, a voting member of the committee with a dovish bias, argued that unemployment may have to undershoot the full employment level for longer than normal because low inflation expectations will be a persistent headwind. She also implied that the central bank should allow inflation to temporarily overshoot the 2% target. At a minimum, she wants to see evidence of rising inflation and inflation expectations before the Fed delivers the next rate hike. In the past, Brainard's speeches have sometimes heralded shifts in the FOMC's consensus. An example is her December 1, 2015 speech at Stanford.3 It is not clear if this is the case this time, but it does reinforce the view that a strong economy and a falling unemployment rate is not enough to justify another rate hike this year according to the consensus on the FOMC. Bottom Line: Our inflation indicators are pointing mildly up. Nonetheless, timing the upturn in inflation is difficult and the Fed will not hike in December without at least a modest rise in inflation (together with higher inflation expectations). We are short duration because Treasuries are overvalued and market expectations for Fed rate hikes over the next year are overly complacent (see next section). Nonetheless, a rise in yields may not be imminent. Disconnect On Duration The Global Manufacturing PMI reached a more than 6-year high in August, climbing from 52.7 in July to 53.1 last month (Chart 8, panel 3). Meanwhile, bullish sentiment toward the U.S. dollar continues to plunge (Chart 8, bottom panel). Together, these two factors suggest that global growth is accelerating and becoming broader based. BCA's U.S. Bond Strategy service4 views the improving global economic backdrop as an extremely bond-bearish development. A wide global recovery means that when U.S. data turns surprisingly positive, it is less likely that any increase in Treasury yields will be met with an influx of foreign demand and surge in the dollar. Our Treasury model (based on Global PMI and dollar sentiment) currently places fair value for the 10-year Treasury yield at 2.67% (Chart 8, top panel). Moreover, our 3-factor version of the model (which includes the Global Economic Policy Uncertainty Index), puts fair value slightly higher at 2.68% (not shown). Investors should continue to position for a steeper curve by favoring the 5-year bullet versus a duration-matched 2/10 barbell. After adjusting for changes in credit rating and duration over time, the average spread offered by the Bloomberg Barclays corporate bond index is fairly valued relative to similar stages of past business cycles. However, the Aaa-rated portion of the market looks expensive. Further, strong Q2 profit growth likely foreshadows a decline in net leverage. This lengthens the window for corporate bond outperformance. We recommend an overweight in the high-yield market. In the early stages of the previous two Fed tightening cycles (February 1994 to July 1994 and June 2004 to December 2005), the index option-adjusted spread averaged 342 bps and traded in a range between 259 bps and 394 bps. This puts the current junk spread (378 bps) almost in line with the average achieved during other similar monetary conditions (Chart 9). We continue to favor a "buy on the dips"5 approach in the high-yield market. Chart 8Treasury Fair Value Models Chart 9High-Yield Market Overview Regarding high-yield valuation, our estimated default-adjusted spread stands at 245 bps. Historically, this level is consistent with excess returns of just under 3% versus duration-matched Treasuries over the subsequent 12 months. Our estimated default-adjusted spread is based on an expected default rate of 2.6% and recovery rate of 49% (Chart 9, bottom panel). We remain underweight MBSs; While MBS are starting to look more attractive, especially relative to Aaa credit, we think it is still too soon to buy. The Fed will announce the run-off of its balance sheet when it meets later this month. The market has been pricing in this eventuality for most of the year, leading to a significant widening in MBS OAS. More recently, the option cost component of MBS spreads has joined in, widening alongside falling mortgage rates and expectations of rising prepayments. Bottom Line: Rates have tested their post-election lows, but BCA's fair value model suggests a bounce higher, which supports our stocks-over-bonds stance. In terms of U.S. bonds, we favor short duration over long and credit over high quality. MBSs will be hurt more than Treasuries as the Fed begins to shrink its balance sheet. John Canally, CFA, Senior Vice President U.S. Investment Strategy johnc@bcaresearch.com Ryan Swift, Vice President U.S. Bond Strategy ryans@bcaresearch.com Mark McClellan, Senior Vice President The Bank Credit Analyst markm@bcaresearch.com 1 Please see BCA's U.S. Investment Strategy Weekly Report, "The Fed's Third Mandate", July 24, 2017. Available at usis.bcaresearch.com. 2 Please see BCA's U.S. Investment Strategy Weekly Report, "Surprise, Surprise", August 28, 2017. Available at usis.bcaresearch.com. 3 https://www.federalreserve.gov/newsevents/speech/brainard20151201a.htm 4 Please see U.S. Bond Strategy Portfolio Allocation Summary, "The Cyclical Sweet Spot Rolls On," September 5, 2017. Available at usbs.bcaresearch.com. 5 Please see BCA's U.S. Bond Strategy Weekly Report, "Keep Buying Dips," March 28, 2017. Available at usbs.bcaresearch.com.