Economy

Special Report

Dear client, Next week, in lieu of our weekly report, I will be hosting a webcast on Tuesday, March 30 at 9:00 am HKT and Tuesday, March 30 at 10:00 am EDT. In the webcast, I will share our outlook on China’s post-pandemic economic and policy dynamics. Best regards, Jing Sima, China Strategist   Highlights China is aiming for a massive adoption of new energy vehicles (NEVs) to help achieve its 2030 peak carbon dioxide emissions target. The country’s NEV share of total vehicle sales will likely rise significantly to 40% in 2030, from only 5.4% in 2020. This will translate into a compound annual growth rate (CAGR) of 24%-25% in Chinese NEV sales in this decade. China will become increasingly competitive and important in the global NEV supply chain. The country will maintain its leading position in global electric vehicle battery production while reducing its dependence on imported auto chips.   The Chinese NEV production/sales boom will likely reduce the country’s crude oil consumption while increasing the country’s copper demand during 2021-2030. It will also impact more positively on nickel and lithium demand than on cobalt demand. The Chinese NEV stocks could be a good long-term investment, but we recommend waiting for a better entry point. Feature China's production and sales of new energy vehicles (NEVs) have ranked first in the world for six consecutive years. The country’s NEV sales quadrupled during 2015-2020, propelled by supporting policies such as significant amounts of subsidies to buyers.  We believe China will continue to be the leader in both global NEV sales and production this decade. The country’s NEV production and sales will get supercharged by continuing favorable polices and increasing consumers’ interest in NEVs. Many market-driven factors, including falling NEV prices, longer driving range per charge, rapid expansion in the NEV charging/battery-swapping network, as well as new functions including autonomous driving and more software applications-based services, will accelerate NEV adoption in China during 2021-2030. According to the country’s NEV development roadmap, the NEV share of total vehicle sales in China aims to rise to at least 40% in 2030, from only 5.4% in 2020. This will likely translate to a compound annual growth rate (CAGR) of 24%-25% in Chinese NEV sales in this decade. In 2030, the NEV sales in units could be eight to nine times its 2020 level, rising from 1.37 million units to 12-13 million units (Chart 1). Benefiting from the massive scale of the domestic NEV market, China will become increasingly competitive and important in the global NEV supply chain. The country will maintain its leading position in global electric vehicle battery production while reducing its dependence on imported auto chips. The Chinese NEV production/sales boom will help reduce transportation fuel consumption, leading to less carbon dioxide emissions (Chart 2).  Chart 1Chinese NEV Sales: A Supercharged Decade Ahead Chart 2China: Booming NEV Sales Reduce Oil Demand, Leading To Less CO2 Emissions In addition, the country’s copper demand will likely be increase due to booming NEV production during 2021-2030. Meanwhile, the impact will be more positive on nickel and lithium demand than on cobalt demand. Given such  significant growth ahead for the Chinese NEV market, we believe Chinese NEV-related stocks are a potential good buy, but we recommend waiting for a better entry point.   China’s NEV Market: A Supercharged Decade Chinese NEV market is entering a supercharged decade (Box 1). Box 1 Our Forecast Of China’s NEV Sales In 2030 Our estimates of China’s NEV sales in 2030 were derived from two assumptions. First, we assume the NEV share of total Chinese automobile sales in 2030 to be 40%. Based on last October’s report, “Technology Roadmap 2.0 for Energy-Saving and New Energy Vehicles,” published by the China Society of Automotive Engineers (China-SAE), the China-SAE projects that NEVs will account for at least 40% of total automobile sales in China in 2030. The China-SAE is under the supervision of the Ministry of Industry and Information Technology (MIIT). Second, as car ownership – the share of households owning one car – has already risen to over 50% in China, we assume the CAGR of the country’s automobile sales will slow to 1.5%-2.5% in the next decade from 3.4% in the past decade. Based on this assumption, China’s automobile annual sales will likely increase to 29-32 million units in 2030. What Are The Underlying Drivers For Such Significant Growth? First, the interest in buying a NEV is rapidly growing in China. In a September 2020 survey done by Roland Berger, 80% of surveyed potential car buyers in China were considering buying an electric vehicle as their next car, the highest among major economies (Chart 3). Last year, this surveyed number for China was only 60%. We believe this shift in buying intention will continue and will consequently translate into a boom in NEV sales during 2021-2030. NEV battery costs have decreased by nearly 90% since 2010 and will continue to fall (Chart 4). This will drive down average NEV selling prices as the battery in general accounts 40-45% of the total production cost of NEVs, thereby making them more appealing to buyers. Chart 3China: Rising Interest In NEV Purchases Chart 4NEV Battery Costs Will Continue To Fall The average driving range per charge for NEVs will continue to rise. The average driving mileage per charge in China has nearly doubled, from 190km in 2016 to 360km in 2019.1 Currently, a growing proportion of NEV vehicles on the market can even achieve a mileage of 600km and above with a single charge. This is already comparable to traditional gasoline-powered vehicles, which can also cover approximately 600km per fuel tank.  More models with a wide range of selling prices will soon be on the market. Last June, the cheapest electric car with a selling price of only RMB 28,800 (about US$4,000) was released into the Chinese market. Since then the sales of this model have quickly surpassed the Tesla Model 3 to become the hottest seller in China. This shows consumer enthusiasm for affordable NEVs. In the meantime, the success of Tesla electric cars in China demonstrated Chinese consumers’ strong interest in high-quality and expensive NEVs. Chart 5China Has The Most NEV Models In The World Chart 5 shows that China is the country with most electric vehicle models in the world. The number of available electric vehicle models  was 227 in China in 2019, significantly higher than all other individual countries. According to McKinsey, more than 250 new battery electric vehicle (BEV) and plug-in hybrid electric vehicle (PHEV) models will be introduced in the next two years alone. Most of these models will likely be sold in China, adding more purchase options for Chinese consumers. Faster charging time for EV batteries as well as expanding charging/battery-swapping networks are in the making. This will greatly reduce recharge waiting time for NEV drivers. Chart 6Chinese NEV Charging Infrastructure: The Rapid Expansion Will Continue Based on the data from the China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA), the number of both public and private charging poles has increased significantly from 2015 to 2020. In addition,  the number of private ones has already exceeded the number of public ones each year since 2017 (Chart 6). The rapid expansion in the country’s charging station network will continue. The number of total charging poles will likely rise from 1.7 million units to the government’s target of 5 million units in 2025. In addition, Wood Mackenzie last May forecasted this number could reach 9.8 million units in 2030. Roland Berger last September reported that the number of charging locations per 100 km of roadway was about 6.1 in China, significantly higher than 2.2 in Germany and 0.5 in the US (Chart 7). In terms of the number of charging stations per 1000 NEVs, China has also significantly exceeded other major automobile producing countries (Chart 8). Chart 7The Number Of Charging Locations Per 100 km Of Roadway Is Higher In China Than In Many Other Countries… Chart 8…The Same Is True Of The Number Of Charging Stations Per 1,000 NEVs Meanwhile, the Chinese government is also promoting an expansion of battery-swapping networks. The Chinese auto manufacturer Nio has been the leader in this area. The company currently has a network of 178 battery-swapping stations located in and between major cities such as Beijing and Shenzhen; by the end of the year, it plans to have 500 stations. The battery-swapping time for the Nio EV now can be as fast as 90 seconds, even faster than fueling up with gasoline. EVs will become increasingly equipped with functions such as autonomous driving and more software applications-based services. EVs will also become more integrated with intelligent and interactive networks. All these features will make EVs more attractive to automobile buyers.  Second, with the 2030 target for peak emissions, the Chinese authorities will likely continue to develop favorable polices for the domestic NEV sector. China’s key policy support tools for NEVs include tax reductions, direct subsidies to manufacturers, consumer subsidies, and mandated government procurements. In the past, China has provided immense support for NEVs by spending billions of dollars on direct subsidies to manufacturers2 and on consumer subsidy programs.3 In the future, the country’s policy focus will be on NEV charging/battery-swapping network development as well as on NEV-related technology research and investment. For example, since 2019, auto manufacturers have received credits for each NEV produced. The credits take into consideration factors such as the type of vehicle, as well as its maximum speed, energy consumption, weight, and range. This measure will encourage NEV automakers to put more emphasis on technological change. These government supports of technology and network development, coupled with strong interest in NEV purchases by domestic consumers, should offset the impact of the government’s reduced direct subsidies for NEV production and sales. China has reduced overall direct subsidies to both NEV manufacturers and consumers, and vehicles must meet minimum technical and performance criteria to qualify. In 2021, subsidies will be reduced by 20% on NEVs for personal use, and by 10% on NEVs for public transport, including buses and taxis, from their respective 2020 level. In addition, NEV subsidies and tax exemptions will expire at the end of 2022 and subsidies will be limited to 2 million NEVs per year from 2020 to 2022. A vehicle price limit for passenger cars of CNY300,000 has also been introduced. The NEV subsidy level is currently less in China than in European countries as well as in the US, showing the Chinese NEV market’s diminishing dependence on subsidies. Bottom Line: The country’s NEV production and sales will get supercharged by continuing favorable polices and by increasing consumer interest in NEVs during 2021-2030. We expect China’s NEV sales to reach 12 to 13 million units in 2030, eight to nine times its 2020 level of 1.37 million units. Growing China’s Competitiveness In The Global NEV Supply Chain The global NEV market has two main subsectors – plug-in hybrid electric vehicles (PHEV) and battery electric vehicles (BEV). The former can be operated in either the electric-powered mode or internal-combustion engines (ICE) mode. The BEVs can only run in electric mode and are also called pure electric vehicles. Traditional ICE vehicle manufacturers from Europe, US, Japan, and South Korea have more competitive advantages in the global PHEV subsector supply chain due to their long-term dominance in the global traditional ICE vehicle market. Chart 9BEVs Account For Over 80% Of Chinese NEV Sales China has been putting more focus on the new BEV market as it has enabled a level playing field with traditional ICE vehicle players. Hence, China has stronger competitiveness in the global BEV subsector. BEVs account for approximately 82% of Chinese NEV sales (Chart 9). According to China-SAE, this ratio could reach 95% by 2035 as China will increase its development of the BEV market and the adoption of BEV vehicle options.   We expect China’s competitiveness will continue to grow along the global NEV supply chain, especially in the BEV subsector. Having the largest domestic NEV market in the world gives China the advantage of attracting NEV manufacturers and building a more integrated global supply chain. During 2017-2020, accumulated world NEV sales were about 8.8 million units, with the largest share of 49% coming from China, higher than 31% for Europe and 14% for the US (Chart 10).   China is the largest NEV battery producer in the global NEV supply chain. The battery is the most important component of a NEV, and its technological progress holds the key to transitioning away from fossil fuel dependence. Data shows that six out of the world’s top ten NEV battery producers are Chinese companies, together accounting for 41% of global battery sales in kwh last year (Chart 11). Chinese company CATL has been the largest NEV battery producer for the past four years. Chart 10China Has The Largest NEV Market In The World Chart 11Chinese Companies: Major Players In The Global NEV Battery Market The development of charging/battery-swapping infrastructure will continue to be faster in China than in other countries/regions due to the country’s much larger scale of EV users and related policy support. This allows China to collect more NEV charging-related data, which may be used to improve the country’s NEV manufacturing process, charging pole production, and the country’s charging infrastructure development.  The development of the 5G network is much more advanced in China than in any other countries. This allows NEV makers to work closely with IT/internet companies such as Huawei, Baidu, Tencent and Alibaba to test integrated applications such as the autonomous driving and AI functions of NEVs. This will help promote the technology advancement related to NEVs in all aspects in China. Chart 12Chinas NEV Net Exports Are Set To Go Up Due to its competitive advantages, China has become a net exporter of electric vehicles (Chart 12). In 2019, Chinese NEV sales abroad accounted for only 1.7% of the world total in US dollar terms, far below the US (31%), Germany (15%), and South Korea (9%). We expect growing competitiveness will allow China to gain share in global NEV exports. The area China needs to work on the most along the NEV supply chain is the design/manufacturing of automotive chips. There is still no Chinese company among the top ten global auto chip semiconductor companies based on sales revenue (Chart 13). Chart 13China’s Greatest Weaknesses Lie In Automotive Chip Design/Manufacturing Non-Chinese companies account for about 90% of the global auto chip supply while China contributes no more than 5%. The current automotive chip shortage has done much more severe damage to automakers in China than in any other country. Bloomberg recently reported the global auto industry might lose US$61 billion of 2021 sales from chip shortages, with 42% of the losses from China. In the recent National People’s Congress, the Chinese government reiterated the importance of addressing this weak link, with an urgency on reducing the country’s dependence on foreign auto chips. Bottom Line: China will become globally more competitive in the NEV supply chain. Impact On Commodity Markets The evolution in China’s NEV markets in this decade will have various impacts on commodities such as crude oil, copper, nickel, cobalt, and lithium. During 2021-2030, massive NEV adoption will only modestly reduce Chinese crude oil consumption for the transportation sector, while significant growth in NEV/charging pole/battery production will increase the country’s copper demand. Meanwhile, as NEV battery production requires raw materials including nickel, cobalt and lithium, rapid growth in NEV battery production will also have different impacts on these commodity markets.    Crude oil: In 2019, the total number of vehicles in China was 252.6 million units and the country’s total gasoline and diesel consumption was about 6,800 thousand barrels per day (kbpd) of crude oil equivalent. This equals 26.7 kbpd per 1000 vehicles. Annual NEV sales in China will rise from 1.37 million units in 2020 to about 12 million units in 2030. Assuming all these NEVs are only using their electric battery, this will cut oil consumption/imports by an increasing amount every year, ranging from 50 kbpd in 2021 to 320 kbpd in 2030. The reduction from increased NEV sales will have a relatively minuscule impact on China’s total crude oil imports. A 50-kbpd reduction in 2021 would account for less than half a percent of China’s 2020 crude oil imports. By 2030, this number could potentially rise to 1-3%, but is still insignificant. Copper: An average gasoline powered car uses only about 20kg of copper, while a hybrid car uses about 40 kg and a fully electric car uses roughly 80kg. In addition, NEV batteries and charging station chargers also require copper. Table 1 shows our rough calculation of the copper demand from the expansion of Chinese NEV market. Chinese copper demand may increase by 210 thousand tons in 2021 and by about 1,500 thousand tons in 2030. To put this into perspective, China consumed about 15 million tons of copper in 2020 based on World Bureau of Metal Statistics (WBMS) data. The increase in copper demand in 2021 is only 1.4% of 2020 copper consumption in China. However, when it increases to 1,500 thousand tons in 2030, it will account for 10% of China’s current copper consumption. Table 1China's Copper Demand Due To EV Adoption In 2021 And 2030 Chart 14Chinas NEV Boom Will Have A More Positive Impact On Nickel And Lithium Demand Than On Cobalt Demand Nickel: The NEV battery technology is on a trend to reduce the use of cobalt given its high price and limited supply, while increasing the use of nickel. This will be a long-term positive factor for nickel prices (Chart 14, top panel). Cobalt: EV battery makers are trying to reduce or even avoid the use of cobalt. In the next couple of years, the demand for cobalt will likely remain strong as the technology of non-cobalt batteries is still in the developing stage. Non-cobalt batteries in development include solid-state , lithium-sulphur, sodium-ion and lithium-air batteries. However, cobalt prices may face increasing headwinds in the longer term (Chart 14, middle panel). Lithium: Lithium is a very abundant mineral produced from either brines or hard rock sources, with products from clays also in the pipeline. There is no structural constraint on global lithium production. Lithium prices may remain elevated in the near term but as the supply catches up over a longer run, we expect lithium prices to go down (Chart 14, bottom panel). Bottom Line: The massive growth in the Chinese NEV market in this decade will have a small negative impact on crude oil demand and a more positive impact on commodity demand such as copper, nickel, cobalt, and lithium. However, cobalt may face a substitution risk due to its elevated prices while lithium may face the risk of increasing supply. Investment Implications On NEV-related Stocks Chart 15The Chinese NEV stocks: A Good Long-term Investment, But We Recommend Waiting For A Better Entry Point We believe share prices of the Chinese NEV makers and NEV battery producers will deliver considerable positive long-term returns. The basis for this assumption is that many of them will experience strong revenue growth over this decade. While NEV maker stock prices have recently fallen considerably, we think they are still overpriced and recommend waiting for a better entry point (Chart 15).    Ellen JingYuan He     Associate Vice President ellenj@bcaresearch.com   Footnotes 1Source: “Technology Roadmap 2.0 for Energy-Saving and New Energy Vehicles,” released on October 27, 2020 by the China Society of Automotive Engineers (China-SAE). 2For example, as part of China’s 2012 “Energy-Saving and New Energy Vehicle Industry Development Plan (2012–2020),” the central government allocated over $15 billion to support the development of energy-efficient vehicles and NEVs, pilot car projects, and electric vehicle infrastructure. Source: "Chinese Government Support for New Energy Vehicles as a Trade Battleground", published by The National Bureau of Asian Research" on September 27, 2017. 3For example, the central government had provided 60,000 yuan (approximately $8,700) and 50,000 yuan (approximately $7,250) per car in subsidies for electric vehicles and plug-in hybrid vehicles, respectively, covering 40%–60% of the cost of the vehicle. Local governments also created their own subsidy programs that provided additional discounts for NEV purchases through cash subsidies, free parking, or free license plates. Source: "Chinese Government Support for New Energy Vehicles as a Trade Battleground", published by The National Bureau of Asian Research" on September 27, 2017. Cyclical Investment Stance Equity Sector Recommendations

Highlights Duration & The Fed: Unlike the bond market, the Fed is being intentionally cautious about how quickly it revises its interest rate expectations higher, focusing more on hard economic data than on surveys. We expect the Fed dots to move up later this year as the hard economic data improve, validating current pricing in the bond market. Maintain below-benchmark portfolio duration. Yield Curve: The Treasury yield curve continues to trade directionally with the level of yields, except for the 10/30 slope which has now begun to bear-flatten. Investors should continue to position for curve steepening out to the 10-year maturity point. We recommend going long the 5-year note and short a duration-matched barbell consisting of the 2-year and 10-year notes. Economy: The US economy is at an inflection point where survey data indicate a great deal of optimism about the economic recovery, but where those optimistic growth prospects are not yet evident in the hard economic data. This is typical of post-recession environments where survey data move first and then the hard economic data play catch up. Feature The pain in the bond market continues. The 10-year Treasury yield rose again last week, closing at 1.74% on Friday, and the Bloomberg Barclays Treasury Index has now returned -6.1% since it peaked last August. If we use the peak-to-trough drawdown in the Treasury Index as our gauge, we are now in the midst of one of the five worst bond selloffs of the past 50 years. During that 50-year period, the current bearish bond move is only surpassed by the 2009, 2003, 1994 and 1980 episodes (Chart 1). Chart 1A Historic Bond Rout That said, the current bond selloff might still have a lot of runway. In level terms, the 30-year Treasury yield has only just recaptured its 2020 peak and the 10-year yield hasn’t even done that (Chart 2). Then, there’s another 101 bps of upside in the 30-year yield and 150 bps of upside in the 10-year yield just to get back to their 2018 peaks, yield levels that aren’t exactly distant memories. Yields do look stretched if we look at long-dated forwards. The 5-year/5-year forward Treasury yield, for example, is already well above its 2020 peak. The large increase in the 5-year/5-year forward yield is the result of Fed policy keeping the short-end of the yield curve capped (Chart 2, bottom 2 panels) forcing the bulk of Treasury weakness to be felt at the long-end. The 5-year/5-year forward Treasury yield is important because it reflects the market’s expectation of where the fed funds rate will settle in the long-run. In fact, you can use survey estimates of the long-run neutral fed funds rate to get a useful fair value range for the 5-year/5-year forward. At present, the 5-year/5-year forward yield has pushed well above this survey-derived fair value range (Chart 3), though it’s important to note that it is still 75 bps below its 2018 peak. Survey estimates of the long-run neutral fed funds rate were revised down as growth disappointed in 2019, it stands to reason that they could be revised higher as growth improves this year, thus moving the fair value range up as well. Chart 2Yields Can Rise Further Chart 35-Year/5-Year Is Elevated In fact, whether that process of upward revisions to survey estimates of the long-run neutral fed funds rate begins is an important near-term question for the bond market. Upward revisions would signal further upside in long-dated yields and more curve steepening ahead. Static long-run neutral rate estimates would signal that the upside in long-maturity yields is limited. In that latter case, the cyclical bond bear market would transition to a less severe bear-flattening phase where short-maturity yields eventually catch up to the long-end as the Fed tightens policy. It’s currently unclear how those survey estimates will evolve – we will get March updates for both surveys shown in Chart 3 on April 8th – but for now it’s too soon to say that the 5-year/5-year forward yield has peaked. We continue to recommend maintaining below-benchmark portfolio duration as we keep tabs on our Checklist To Increase Portfolio Duration.1 Currently, our Checklist is not screaming out for us to make a change. Explaining The Disagreement Between The Fed And The Market We expected that Fed policymakers would revise up their interest rate forecasts at last week’s FOMC meeting, but we also expected that the forecasts wouldn’t rise far enough to match the rate hike path that is currently priced in the market.2 This is in fact what happened, though the Fed was slightly more dovish than we anticipated. Only 7 out of 18 FOMC participants expect any rate hikes at all before the end of 2023, while the overnight index swap curve is discounting more than four 25 basis point hikes by then (Chart 4). Chart 4Market More Hawkish Than Fed What explains this divergence between the market and the Fed? Perhaps bond investors are simply ignoring the Fed’s dovish message. In that case, we should expect yields to fall as it becomes clear that the Fed intends to keep rates pinned at zero for much longer than is currently priced in the curve. Or perhaps Fed policymakers just don’t appreciate the surge in economic activity that is about to unfold. In that case, their interest rate forecasts (the “dots”) will rise sharply in the coming months as the economic data improve. Chair Powell gave a hint about how we should think about the divergence between the market and the “dots” in his post-meeting press conference. He said that the Fed wants to see “actual progress” towards its economic objectives not “forecast[ed] progress”, and he noted that this increased focus on “actual progress” is “a difference from our past approach.”3 In other words, the Fed is making a concerted effort to take a more backward-looking approach to policymaking under its new Average Inflation Targeting regime. It doesn’t want to tighten policy in response to a forecast of stronger growth in the future only to get whipsawed if that forecast doesn’t pan out. It would rather err on the side of tightening too late and then possibly have to move more quickly if it falls behind the curve. The market, by contrast, is a purely forward-looking discounting mechanism. Market prices move quickly to incorporate new information but are often caught offside. We are reminded of Paul Samuelson’s famous quip that the stock market has predicted nine of the past five recessions. This explains exactly what is happening right now. The market is looking ahead, taking its cues from survey data (or “soft data”) such as the ISM indexes that are pointing toward a sharp rise in economic activity and inflation. The Fed, by contrast, is endeavoring to focus more on the actual hard economic data such as the unemployment rate, industrial production and consumer price indexes. These hard economic data simply haven’t improved that much yet. The last section of this report (titled “Economy: Hard Vs Soft Data”) gives some examples of how the hard and soft economic data have diverged. Chart 5The Path Back To Maximum Employment Ultimately, the disagreement between the market’s funds rate expectations and the Fed’s dots will be resolved as the hard economic data are released during the next few months. Those data will either validate the current message from economic surveys, causing the Fed to revise up its rate forecasts, or disappoint market expectations, causing market forecasts and bond yields to fall. In this regard, the hard economic data on the labor market will be particularly important. The Fed has said that it will not lift rates until “maximum employment” is achieved. In practice, “maximum employment” means that the unemployment rate will fall into a range of 3.5% - 4.5%, consistent with the Fed’s estimates of the natural rate, and the labor force participation rate will recover to pre-COVID levels (Chart 5). The top row of Table 1 shows that average monthly employment growth of 419k is required to achieve that target by the end of 2022. We have made the case in prior reports that, though that number seems high, it is achievable.4   Table 1Average Monthly Nonfarm Payroll Growth Required For The Unemployment Rate To Reach 4.5% By The Given Date It’s also worth noting that the Fed’s median unemployment rate forecast was revised significantly lower last week. The Fed is now looking for an unemployment rate of 4.5% by the end of this year and 3.9% by the end of 2022 (Chart 5, top panel). The fact that the Fed doesn’t project any rate hikes during this timeframe can only mean that policymakers aren’t forecasting a similar recovery in the labor force participation rate. The bottom line is that, unlike the market, the Fed is being intentionally cautious about how quickly it revises its funds rate expectations higher, focusing more on hard economic data than surveys. Eventually, the disagreement between the hard and soft economic data will be resolved and either the Fed dots will move toward the market, or the market will move toward the Fed. Our sense is that the Fed is probably being overly cautious and that their forecasts will eventually move toward the market, validating current bond yields. Too Early To Expect Curve Flattening We have been recommending nominal Treasury curve steepeners for some time, on the view that the yield curve will trade directionally with yields. This means that rising yields will coincide with curve steepening.5 This correlation has held up extremely well, but we know that it won’t last forever. Eventually, we will be close enough to Fed rate hikes that the yield curve will start to flatten as yields rise. This process will begin at the long-end of the curve and gradually shift toward the short-end as Fed liftoff approaches. Chart 6 shows how the correlation between the level of Treasury yields and different yield curve slopes has held up during the recent surge in bond yields. For the most part, the tight correlation between rising yields and steeper curves remains intact, with the 10/30 slope being the exception (Chart 6, bottom panel). It looks like during the past month the 10/30 slope has transitioned from a bear-steepening/bull-flattening regime into a bear-flattening/bull-steepening regime. The investment implication is that the short position of a curve steepener trade should be applied to the 10-year note not the 30-year bond, particularly for duration-neutral steepeners. It’s difficult to know exactly when the other segments of the yield curve will transition from their bear-steepening/bull-flattening regimes into bear-flattening/bull-steepening regimes, but we suspect that the current correlations have quite a bit more running room. If we look at what occurred prior to the last time that the Fed lifted rates off the zero bound, in December 2015, we see that most curve segments didn’t start to bear-flatten until a few months before liftoff (Chart 7) Chart 6Bear-Steepening/Bull-Flattening Regime Continues Chart 7Bear-Flattening Started Just Months Before 2015 Liftoff In terms of how to implement a yield curve steepener, we have been recommending a position long the 5-year note and short a duration-matched barbell consisting of the 2-year and 10-year notes. We are sticking with that position for now, as it has performed well even as the 2/5/10 butterfly spread has widened in recent weeks (Chart 8). We expect it will continue to perform well as long as both the 2/5 and 5/10 yield curve slopes continue to steepen. Once we suspect that the 5/10 slope is transitioning into a bear-flattening/bull-steepening regime, we will have to either shift into a curve flattener or a curve steepener that is focused more at the short-end of the curve. Chart 85/10 Slope Still Steepening Bottom Line: The Treasury yield curve continues to trade directionally with the level of yields, except for the 10/30 slope which has now begun to bear-flatten. Investors should continue to position for curve steepening out to the 10-year maturity point. We recommend going long the 5-year note and short a duration-matched barbell consisting of the 2-year and 10-year notes. Economy: Hard Vs. Soft Data Chart 9IP Lags The PMI Chart 10Surveys Suggest Higher Inflation Ahead As noted above, the US economy is at an interesting inflection point where, owing to large-scale fiscal stimulus and an effective COVID vaccination rollout, there is a lot of optimism about the future. This optimism is showing up in how people respond to surveys about their economic and business expectations, but it has not yet translated into better actual economic outcomes. The ISM Manufacturing PMI survey is a case in point. It surged to 60.8 in February, its highest level since 2018, but actual measured industrial production continues to contract in year-over-year terms (Chart 9). In all likelihood, this is simply a result of surveys (“soft data”) leading the hard data. A simple linear regression fit between industrial production and the PMI shows that wide negative divergences have a habit of showing up during recessions, only for the gaps to close very quickly in the early stages of the recovery. We see the same dynamic at play in the inflation data. Actual core CPI inflation has not moved up significantly, but surveys indicate that price pressures are rising fast (Chart 10). Bottom Line: The US economy is at an inflection point where survey data indicate a great deal of optimism about the economic recovery, but where those optimistic growth prospects are not yet evident in the hard economic data. This is typical of post-recession environments where survey data move first and then the hard economic data play catch up.   Ryan Swift US Bond Strategist rswift@bcaresearch.com Footnotes 1 For more details on our Checklist please see US Bond Strategy Weekly Report, “No Panic From Powell”, dated March 9, 2021, available at usbs.bcaresearch.com 2 Please see US Bond Strategy Weekly Report, “Limit Rate Risk, Load Up On Credit”, dated March 16, 2021, available at usbs.bcaresearch.com 3 https://www.federalreserve.gov/mediacenter/files/FOMCpresconf20210317.pdf 4 Please see US Bond Strategy Weekly Report, “No Panic From Powell”, dated March 9, 2021, available at usbs.bcaresearch.com 5 Please see US Bond Strategy Weekly Report, “Life At The Zero Bound”, dated March 24, 2020, available at usbs.bcaresearch.com Fixed Income Sector Performance Recommended Portfolio Specification