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S&P GSCI Shipping Indices in Portfolio Management

China Equities Diverge from Developed and Emerging Markets

Income Generation and the S&P/ASX BuyWrite Index

Equities Recover

Shipping and the World Economy

S&P GSCI Shipping Indices in Portfolio Management

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Nikos Nomikos

Professor of Shipping Finance

Bayes Business School

On Aug. 1, 2022, S&P Dow Jones Indices (S&P DJI) launched a series of S&P GSCI Freight Indices, the first investible shipping indices of their kind in the market and an expansion of the single-commodity offering of indices based on the S&P GSCI. Refer to this blog for background on the indices.

Freight rates have historically enjoyed higher average returns and are more volatile compared to equity, fixed income and other commodities (Exhibit 1). Interestingly, Panamax freight rates are more volatile than the prices of the commodities they typically transport (mostly agricultural commodities and industrial metals). Monthly and quarterly freight rates have similar statistical properties, reflecting the common fundamentals that drive the market and each sector. At the same time, the front end of the futures curve is more volatile and is driven by short-term factors, including repositioning booms and regional supply-demand imbalances, while long-term rates are less sensitive to those events and thus less volatile.

Cumulative returns suggest that Panamax and Capesize freight rates have historically outperformed other commodity indices as well as other asset classes, on the back of a very strong and buoyant freight market in 2020 and 2021 (Exhibit 1).

As global investors increasingly seek to diversify their investments and look for alternative vehicles to tap into niche market segments, the S&P GSCI Freight index series may be a meaningful gauge of global economic activity, seaborne trade and individual commodity, and geographic market dynamics.

Freight rates reflect the balance between supply and demand. Although strong demand for commodities and subsequently high commodity prices may trigger stronger demand for shipping services, the supply of shipping services moves independently. As a result, freight rates can fall in an environment of expanding commodities demand, if the supply of vessels grows faster than the demand for shipping services. Equally, freight rates may increase in an environment of low commodity demand. For those reasons, the correlation between freight rates and other commodities is historically weak.

This is suggestive of freight rates contributing to the diversification properties of a typical portfolio consisting of commodities and stocks and this is confirmed visually by looking at the shape of the efficient frontier and the position of the Panamax and Capesize base assets, especially the quarterly ones (Exhibit 3).

Global shipping is a unique asset class. In this blog, we demonstrated the low correlation between freight rates and other commodities and the potential benefits of including freight in a diversified portfolio. The introduction of the S&P GSCI Freight Indices offers the opportunity to investors to access this unique asset class and be able to include products tracking these indices in their portfolios.

The posts on this blog are opinions, not advice. Please read our Disclaimers.

China Equities Diverge from Developed and Emerging Markets

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Sean Freer

Director, Global Equity Indices

S&P Dow Jones Indices

China, the world’s second-largest market by both GDP and stock market capitalization, is showing itself to be a worthy diversifier, with low correlations to other equity markets.

While many developed and emerging stock market indices have traded more in sync since the onset of the COVID-19 pandemic, China has performed differently, with both domestic China A-shares and offshore-listed China equities decoupling in comparison to developed and emerging markets.

The current market environment of China easing COVID-19 restrictions, while the world grapples with higher inflation and rising rates, has resulted in further variance in equity market returns. As of Jan. 31, 2023, China equities—as measured by the S&P China Broad Market Index (BMI)—posted a 42% relative return to the S&P 500® over a three-month period. This is the highest such variance in over 20 years.

The variance of return is reflected in the correlation coefficient of monthly returns, which on a three-year basis has also reached long-term lows for China equities versus the S&P 500 and the S&P Emerging Ex-China BMI.

China and Emerging Market Equities May Offer Risk Reduction Efficiencies

Correlation analysis is used by professional investors to help build efficient portfolios. When looking back, over the past three years China equities had a correlation coefficient of under 0.3 compared to the S&P 500 and S&P Developed BMI. Based on this, it’s possible that investors with a large portion of their portfolio in U.S. or developed market equities could have reduced volatility by adding exposure to China equities.

For Exhibit 3, we made several hypothetical portfolios mixing the S&P China BMI, S&P 500, S&P Emerging BMI and S&P Developed BMI. One may think adding more volatile assets such as China or emerging market equities to a developed or U.S. equity portfolio would increase risk. However, given the low correlations, the optimal portfolio mix may actually reduce risk. Interestingly, China’s large and low correlated weight of 35.5% in the S&P Emerging BMI has resulted in the index having lower volatility than the S&P Developed BMI over the past three-years, meaning a higher weight to the S&P Emerging BMI in the optimal portfolio (see Exhibit 3b).

Beyond the S&P China BMI, S&P Dow Jones Indices offers a series of China equity benchmarks reflecting a number of segments and styles covering both A-shares and offshore listings.

For more information see https://www.spglobal.com/spdji/en/landing/investment-themes/china/.

The posts on this blog are opinions, not advice. Please read our Disclaimers.

Income Generation and the S&P/ASX BuyWrite Index

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Maxime Fouilleron

Analyst, Multi-Asset Indices

S&P Dow Jones Indices

In my last blog, we discussed the performance characteristics of the S&P/ASX BuyWrite Index. We will now focus on the income-generating feature of this index.

As a reminder, a covered call strategy involves selling a call option against an asset that is already owned by the option writer. A systematic long-term covered call strategy generates a steady income stream through the accumulation of option premiums. The S&P/ASX BuyWrite Index employs such a strategy by selling quarterly at-the-money calls against a long position in the underlying S&P/ASX 200. Since its launch in 2004, the index has achieved an average quarterly option premium yield of 2.98%, with yields peaking during the bear markets of the Great Financial Crisis of 2008 and March 2020 (see Exhibit 1).

The premiums and dividends generated by the S&P/ASX BuyWrite Index are reinvested into the long equity position—the underlying S&P/ASX 200. In a hypothetical scenario in which the premiums and dividends are distributed instead of reinvested, the index would have been able to achieve an annual distribution yield of 8% across its 18-year history without losing its initial principal value (see Exhibit 2). This represents a potentially valuable source of income.

Theoretically, the income-generating feature of this type of strategy is associated with the spread between implied and realized volatility. Implied volatility can be defined as the market’s prediction of an asset’s future volatility, while realized volatility represents the volatility that actually occurred. The S&P/ASX BuyWrite Index is able to capture the risk premium that arises from the discrepancies between these two measures of volatility. In general, a covered call strategy pays off when the implied volatility of the index—as measured here by the S&P/ASX 200 VIX—is greater than its realized volatility. On average, this has been the case since 2008 (see Exhibit 3). Since implied volatility is one of the key factors in option pricing, a lower realized volatility allows option sellers to capture higher option prices—premiums—than the realized market conditions would have merited—this phenomenon is known as the volatility risk premium.

 

The posts on this blog are opinions, not advice. Please read our Disclaimers.

Equities Recover

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Fei Mei Chan

Former Director, Core Product Management

S&P Dow Jones Indices

In the first seven weeks of 2023, U.S. equities regained a third of the ground lost in 2022 (down 18.1% in 2022 and up 6.5% YTD through February 17, 2023). Exhibit 1 shows that since its last rebalance, the S&P 500® Low Volatility Index, which seeks to mute the gyrations of the market in both directions, underperformed the market by 1.3%.

Exhibit 2 shows that volatility has remained meaningfully flat since November 2022, with a 2% increase at the high end for Communication Services, Materials and Real Estate. Consumer Discretionary and Energy hold their places as the most volatile sectors of the S&P 500.

Despite the relative calm in the risk landscape, Low Volatility’s latest rebalance, effective after the market close on Feb. 17, 2023, brought some significant changes.

Real Estate has never quite regained its pre-COVID presence, but as Exhibit 3 shows, this rebalance reduced Low Volatility’s allocation to the sector to 1%. Utilities also pared back its weight by 3%. The slack went mainly to Health Care and Financials, which added 5% and 2%, respectively. Given the minimal changes in volatility at the sector level, the shifts in sector allocations for the low volatility index indicate there might be more going on idiosyncratically within the sectors.

The posts on this blog are opinions, not advice. Please read our Disclaimers.

Shipping and the World Economy

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Nikos Nomikos

Professor of Shipping Finance

Bayes Business School

Disruptions to global supply chains have put the global shipping market in the spotlight, highlighting its contribution to international trade and its significance as an important link in the chain of the world economy. One of its sectors is the dry bulk market that involves the transportation of commodities such as iron ore, grains, coal (coking and thermal), bauxite and alumina, and fertilizers. In 2021, dry bulk vessels carried more than 45% of the world’s seaborne trade.

Determinants of Freight Rates

Freight rates are driven by the balance between demand for seaborne trade and the supply of shipping services. The former correlates with world GDP cycles and is affected by prevailing conditions in the related commodity trades. Commodity markets affect the demand for shipping in both the short and long-term. Short-term fluctuations in shipping markets may be caused by the seasonality of some trades (e.g., in agricultural commodities) while long-term fluctuations are due to changes in the economies of the countries that import and export the corresponding commodities. Demand is also affected by the distance over which commodities are transported, known as the “average haul”.1 Finally, one must also consider random demand shocks caused by, among others, geopolitical events such as the recent conflict in Ukraine.

In contrast to demand, supply depends on the size of the global fleet, utilization rates, and—as witnessed during the COVID-19 pandemic—shocks caused by disruptions to the free movement of people and vessels. Shipping supply increases as new ships are delivered and decreases through the demolition of existing ones. Delivery of a newbuilding order requires a time-to-build and depends on prevailing market conditions as well as capacity in the shipbuilding industry. Equally, supply may be affected by changes in regulations. For instance, new environmental regulations that will come into force in 2024 require a part of the CO2 emissions from ships to be priced into the cost of freight. As emissions depend on the amount of fuel consumed, which in turn depends on the sailing speed, one way of reducing emissions is via slow steaming which will reduce the supply of ships.

Freight Rates and Commodity Prices

Commodity exposure to freight rates varies by vessel type and trade route but represents a noticeable percentage of the final value of a commodity. For example, freight accounts for up to 20% of the overall cost of iron ore that is exported from Brazil to China. To illustrate further, a recent study by the United Nations Conference on Trade and Development (UNCTAD) has shown that higher dry bulk freight rates, combined with higher grain prices, can contribute to a 1.2% increase in consumer food prices with price increases noticeably higher in middle-income economies whose food imports depend more on dry-bulk shipping.2

Closing thoughts

Shipping provides the most efficient way of transporting bulk commodities over long distances and is thus a very important link in the chain of the World economy. The recent introduction of the S&P GSCI Freight Indices has made these markets accessible with unique risk-return characteristics and low correlation to other financial assets and commodities.

1 Average haul is the typical distance over which commodities are transported by sea and is measured in tonne-miles, defined as the product of the quantity of shipped cargo times the transportation distance.

2 UNCTAD 2022 Review of Maritime Transport, p. xxii. Available on: https://unctad.org/system/files/official-document/rmt2022_en.pdf

The posts on this blog are opinions, not advice. Please read our Disclaimers.