Gold Could Hit $5,000, Strategist Says. Why Others Are Worried About a Crash.

Investors normally don’t talk about the risks of a bubble forming in the asset that they’re buying to hedge against a different bubble, but gold’s extraordinary surge is starting to trigger uncomfortable conversations about the yellow metal’s bullish prospects.

Gold prices have gained more than 55% this year, blowing past the $3,000 an ounce mark in early spring and topping the $4,000 threshold for the first time on record last month. Gold was up another 3.3% to $4,108.60 in Monday trading, a new record high.

Myriad reasons have been cited for the surge, including the slumping U.S. dollar, soaring tech stocks that have concentrated broader market risks into a handful of megacap tech names, purchases by central banks seeking to diversify away from the dollar, and renewed inflation risks tied to ongoing tariff and trade disputes.

Central bank buying has also been significant, with China alone adding 39.2 tons to its overall holdings since it returned to the market in November of last year.

“Central banks’ appetite for gold is driven by concerns from countries about Russian-style sanctions on their foreign assets in the wake of decisions made by the U.S. and Europe to freeze Russian assets, as well as shifting strategies on currency reserves,” said ING commodities strategist Ewa Manthey.

“The pace of buying by central banks doubled following Russia’s invasion of Ukraine in 2022.”

Gold-backed ETFs , meanwhile, are attracting billions in new investments, with overall additions likely to have topped 100 tons over the three months ending in September. That’s more than triple the quarterly average over the past eight years.

The combination of forces is likely to drive more gains for gold in the months ahead, according to Société Générale’s commodity research team, headed by Mike Haigh.

“Gold’s ascent to $5000 seems increasingly inevitable,” Haigh wrote in a note published Monday, citing both strong ETF flows and renewed central bank purchases.

Haigh also notes that ETF flows are tracking a rise in SocGen’s U.S. uncertainty index, which is now pegged at more than three times the level it reached over the five months before last year’s presidential election win for President Donald Trump.

“We cannot imagine a situation where we return to pre-Trump index uncertainty normalcy over our forecast horizon, so ETF flows are a key component to our price forecasting,” Haigh said. His $500o price target is pegged for the end of 2026.

Lisa Shalett, chief investment officer at Morgan Stanley Wealth Management, has a different take, tied in part to what she sees as a way for governments to “challenge the dollar’s stranglehold on global money movements.”

Gold holdings, Shalett argues, can “improve collateralisation of their fiat currencies and/or cryptocurrencies in a world where currency markets undefined may be remade by digital assets, cryptocurrencies, and stablecoins.”

The gold market’s mimicry of previous historic booms, however, has caught the attention of Bank of America analyst Paul Ciana, who cautioned in a note published last week that “prices have tended to pivot near round-number levels.”

Citing data showing “midway corrections” in long term bull markets for gold, Ciana sees the chances for a near-term pullback that “rhymes” with pullbacks of around 40% in the mid-1970s and 25% following the global financial crisis in 2008.

“This boom is about 10 years old, smaller in size than the 1970s and 2000s boom but nearly as old,” Ciana wrote. “This warrants caution into round number resistance at $4,000, or again later at $5,000.”

Gold isn’t likely a bubble. It’s hard for central banks to sell, and many of the countries encouraging its import, like China and India, also make it difficult for investors to move offshore.

But gold did lose around 60% of its value in the two decades that followed its 1970s boom, with bear markets following in 2008 and 2015.

This year’s really is still going strong, of course, but with gold’s advance tied to nearly all of the concerns currently gripping financial markets, maybe it’s worth asking if it’s being “all things to all people” is the best kind of hedge—or just another risky bet on rising prices.

Note: Usual Northern Sea Route shown for illustrative purposes Source: Sea Legend Daniel Kiss/WSJ

Shipping cargo through an Arctic shortcut never made economic sense—until now.

Climate change and war in the Middle East are flipping the math that previously kept ships plying longer routes from Asia to Europe. A Chinese company on Saturday is starting the first regular cargo service to Europe through Arctic waters, seeking to reap the benefits of quicker travel time and less fuel use.

The shipper Sea Legend will dispatch the Dubai Tower from Ningbo, China, to Felixstowe in the U.K. on what it calls the Arctic Express, following a route along Russia’s north coast. The voyage by the vessel, which is capable of carrying 1,740 20-foot containers, is the biggest commercial step in the Arctic since a Maersk containership first completed the route in 2018.

Global warming is a big factor behind the new route, but it is not the only one. Nearly half the Arctic region’s summer ice—an area four times the size of Texas—has melted over five decades, clearing a fairly reliable path in the summer months. Meanwhile, high oil prices and attacks by Houthi rebels in the Red Sea have made the traditional routes costlier and more dangerous.

Members of China's 16th Arctic Ocean scientific expedition team take selfies on the ice surface. — Members of a Chinese scientific expedition team on surface ice in the Arctic Ocean this week. Wen Jinghua/Xinhua/ZUMA Press

Beyond that, Beijing has ambitions to play a role in the Arctic’s future, lending a geopolitical dimension to the Chinese company’s shipping route.

Last year Sea Legend completed a trial run from Asia to Europe in a record 20 days. That is roughly half the time of a voyage via Africa’s Cape of Good Hope that many carriers now take because of the Red Sea uncertainty.

Fuel accounts for 70% or more of the costs while at sea, said Alan Murphy, a former Maersk analyst who runs research firm Sea-Intelligence.

Saving fuel by shortening the journey doesn’t automatically make a route profitable. Insurance premiums for the Arctic are 40% higher than the Cape of Good Hope route, said Jonathan Steenberg, an economist at credit insurer Coface. Sea Legend’s Arctic vessels are relatively small. And even after warming, an icebreaker is still sometimes needed to help the cargo ship.

But if the ship can go without an icebreaker, Coface said the Arctic route is now cheaper than a Cape of Good Hope voyage in some circumstances. It estimated that at current oil prices of around $90, the cost of shipping liquid bulk such as liquefied natural gas could drop roughly 33% compared with the Cape of Good Hope route, while dry bulk goods such as cereals would cost about 8% less.

The container ship Istanbul Bridge being unloaded by large blue and red cranes at the port of Gdansk. — A containership operated by Sea Legend in the port of Gdansk, Poland. jackowski/epa/Shutterstock

The route is only passable in the summer and fall. Sea Legend plans eight voyages between August and late October, before conditions get too icy.

“It’s not the Suez Canal but it’s a significant number for the Arctic. It shows there is potential,” said Malte Humpert, founder of the U.S.-based Arctic Institute and author of a book on Chinese shipping in the Arctic.

Even in summer, ships have to navigate around dangerous ice floes and deal with rapidly changing weather. By the end of the shipping season in October, the sky is dark most of the time.

A Russian tanker suffered serious damage to its hull while sailing along the Arctic route despite being assisted by an icebreaker, its insurer, AlfaStrakhovanie, said Thursday, adding that it paid out roughly $650,000.

Coface estimates 3.5% of trade among East Asia, Europe and North America will be able to use Arctic routes within the next five years, representing $64 billion in goods.

Last summer, a record 23 cargo ships transited the Northern Sea Route, which hugs Russia’s north coast. That is tiny compared with the Suez Canal, where more than 30 ships transited daily.

Western companies that want to follow in Sea Legend’s path have to navigate treacherous politics. Russia claims sovereignty over the entire Northern Sea Route and permits for ship traffic are issued by its state-controlled nuclear operator, Rosatom.

Aerial view of a port with many cargo ships, red cranes, and rows of stacked shipping containers. — The Dubai Tower’s route will begin in the Chinese port of Ningbo. Huang Zongzhi/ZUMA Press

“Western companies are in a tricky position,” said Humpert of the Arctic Institute. “At what point do they jump back in the water? When does it become economically necessary, and how do you weigh that against environmental risks and the political dimension?”

An alternative Arctic route, the Northwest Passage that connects the Atlantic and Pacific oceans via the Canadian Arctic, is less passable because it is dominated by narrow waterways where ice gets bunched up. The highest number of cargo ships completing the passage in a year was 13, in 2023.

China has declared itself a near-Arctic state despite not having access to Arctic waters. It depends on Russia’s goodwill to use the Northern Sea Route.

“Beijing is concerned that if they don’t establish a significant strategic presence in the Arctic now, it’s going to be more difficult in the future,” said Marc Lanteigne, expert in polar geopolitics at the Arctic University of Norway in Tromsø. However, he said, “China needs to be careful not to give the impression that they are trying to challenge the strategic order in the Arctic.”

Sea Legend didn’t respond to requests for comment.

Any polar venture contributes to China’s quest to master Arctic travel. The country also has three icebreakers and a support vessel currently on a monthslong scientific expedition north of Greenland. Scientific and commercial voyages can yield data about natural resources awaiting below melting ice caps and information for positioning nuclear-armed submarines.

Gold Could Hit $5,000, Strategist Says. Why Others Are Worried About a Crash.

China is launching the first regular Arctic cargo route to Europe, offering faster journeys and lower fuel costs as melting ice and Red Sea risks reshape global shipping.