Bitcoin Price Drops After China Intensifies Crypto Crackdown
Authorities order Ant Group and state banks to root out cryptocurrency-related activities,
3 min
The price of bitcoin and other cryptocurrencies slid Monday after China’s central bank ordered the country’s largest banks and payment processors to take a more active role in curbing cryptocurrency trading and related activities.
The People’s Bank of China on Monday said it summoned representatives of multiple institutions—including state-owned commercial banks and Ant Group Co.’s Alipay—and told them to “strictly implement” recent notices and guidelines from authorities on curbing risks tied to bitcoin and cryptocurrency fundraising activities. It was the latest sign that Beijing is intensifying its crackdown on unregulated virtual currencies.
Bitcoin slipped to $32,622, down 9% from Friday, according to CoinDesk. That marked bitcoin’s lowest price at 5 p.m. ET since late January.
Ethereum, the second-biggest cryptocurrency by market value according to trading platform Kraken, lost 14% to $1,941. Dogecoin, which started as a joke in 2013 before setting the internet abuzz and shooting up in price this year, 27% to about 21 cents in its eighth consecutive daily decline.
The financial firms were also instructed to go through their systems to investigate and identify customers with accounts at virtual-currency exchanges or that trade cryptocurrencies in the over-the-counter market. In such cases, the institutions have to cut off the accounts’ ability to send or receive money for transactions, the central bank said.
Chinese authorities have stepped up a nationwide campaign against virtual currencies in recent weeks, after a powerful superregulator pledged to crack down on cryptocurrency trading and mining in the country.
The regulatory warnings followed a spike in the price of bitcoin, which traded near $65,000 in mid-April, spurred on by celebrity advocates including Tesla Inc. Chief Executive Elon Musk. It has since lost close to half its value.
Among the factors weighing on bitcoin and its peers are the prospect of greater regulatory oversight of crypto trading in the U.S. and renewed efforts by Chinese authorities to restrain the production of bitcoin by power-hungry computers.
China several years ago imposed bans on domestic cryptocurrency exchanges and digital-currency fundraisings known as initial coin offerings. Authorities also previously instructed payment providers and banks to stop providing virtual-currency trading and related services, and ordered the closing of mines.
Despite those efforts, China has remained a hotbed for cryptocurrency mining.
Up to three-quarters of the world’s supply of bitcoin has been produced in China, but the mining process devours electricity—conflicting with the government’s climate goals.
People in China have also continued to trade bitcoin and other digital currencies via peer-to-peer transactions that involve direct money transfers between accounts.
Some cryptocurrency trading platforms that operate offshore have been facilitating trades between people who want to buy bitcoin with China’s domestic currency, the yuan. In such instances, buyers have used accounts at banks or digital-payments providers to transfer money to people selling cryptocurrencies, often without disclosing the purpose of the transfers.
The PBOC on Monday warned of the risks to economic and financial stability created by virtual currencies, and the potential for the assets to be used for illegal activities. Chinese police recently arrested more than a thousand people who were suspected of using cryptocurrencies to launder ill-gotten funds.
Alipay said it would intensify efforts to monitor and investigate its accounts for cryptocurrency-related transactions, and block or remove offending users. The popular digital payments platform is used by more than one billion people in China and more than 80 million merchants.
Alipay also plans to use risk algorithm models to help detect abnormal transactions, flag suspicious activities, and restrict certain accounts from receiving money. It added that merchants that have engaged in virtual currency transactions would be blacklisted and banished from its platform.
“We reiterate that Alipay does not conduct or participate in any business activity related to virtual currencies,” its statement said.
Five banks, including Industrial & Commercial Bank of China Ltd., Agricultural Bank of China Ltd., China Construction Bank Corp., Postal Savings Bank of China Co. Ltd., and Industrial Bank Ltd., said in separate statements that they prohibit the use of their accounts for virtual currency transactions.
They pledged to promptly put a stop to such transactions, close bank accounts and report signs of such activities to the authorities. They also called on members of the public to report virtual currency-related transactions to the banks.
Chen Shujin, an analyst at Jefferies, said the central bank’s directive to the financial firms is aimed at cutting off payment mechanisms used by Chinese individuals and businesses involved in cryptocurrency trading and mining. She said peer-to-peer transactions, however, are difficult to track and identify because they tend to be small-scale and anonymous.
“This will make it harder [for people to trade], but it won’t be able to completely shut down this type of transactions,” Ms. Chen said. She added that some individuals could try to get around the rules by remitting funds overseas and conducting cryptocurrency transactions offshore in other currencies.
Corrections & Amplifications
Chinese police recently arrested more than a thousand people who were suspected of using cryptocurrencies to launder ill-gotten funds. An earlier version of this article incorrectly said police made thousands of arrests. It also incorrectly had reporter Chong Koh Ping’s byline as Chong Koh. (Corrected on June 21.)
Reprinted by permission of The Wall Street Journal, Copyright 2021 Dow Jones & Company. Inc. All Rights Reserved Worldwide. Original date of publication: June 21, 2021.
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Chris Dixon, a partner who led the charge, says he has a ‘very long-term horizon’
Americans now think they need at least $1.25 million for retirement, a 20% increase from a year ago, according to a survey by Northwestern Mutual
Competitive pressure and creativity have made Chinese-designed and -built electric cars formidable competitors
4 min
China rocked the auto world twice this year. First, its electric vehicles stunned Western rivals at the Shanghai auto show with their quality, features and price. Then came reports that in the first quarter of 2023 it dethroned Japan as the world’s largest auto exporter.
How is China in contention to lead the world’s most lucrative and prestigious consumer goods market, one long dominated by American, European, Japanese and South Korean nameplates? The answer is a unique combination of industrial policy, protectionism and homegrown competitive dynamism. Western policy makers and business leaders are better prepared for the first two than the third.
Start with industrial policy—the use of government resources to help favoured sectors. China has practiced industrial policy for decades. While it’s finding increased favour even in the U.S., the concept remains controversial. Governments have a poor record of identifying winning technologies and often end up subsidising inferior and wasteful capacity, including in China.
But in the case of EVs, Chinese industrial policy had a couple of things going for it. First, governments around the world saw climate change as an enduring threat that would require decade-long interventions to transition away from fossil fuels. China bet correctly that in transportation, the transition would favour electric vehicles.
In 2009, China started handing out generous subsidies to buyers of EVs. Public procurement of taxis and buses was targeted to electric vehicles, rechargers were subsidised, and provincial governments stumped up capital for lithium mining and refining for EV batteries. In 2020 NIO, at the time an aspiring challenger to Tesla, avoided bankruptcy thanks to a government-led bailout.
While industrial policy guaranteed a demand for EVs, protectionism ensured those EVs would be made in China, by Chinese companies. To qualify for subsidies, cars had to be domestically made, although foreign brands did qualify. They also had to have batteries made by Chinese companies, giving Chinese national champions like Contemporary Amperex Technology and BYD an advantage over then-market leaders from Japan and South Korea.
To sell in China, foreign automakers had to abide by conditions intended to upgrade the local industry’s skills. State-owned Guangzhou Automobile Group developed the manufacturing know-how necessary to become a player in EVs thanks to joint ventures with Toyota and Honda, said Gregor Sebastian, an analyst at Germany’s Mercator Institute for China Studies.
Despite all that government support, sales of EVs remained weak until 2019, when China let Tesla open a wholly owned factory in Shanghai. “It took this catalyst…to boost interest and increase the level of competitiveness of the local Chinese makers,” said Tu Le, managing director of Sino Auto Insights, a research service specialising in the Chinese auto industry.
Back in 2011 Pony Ma, the founder of Tencent, explained what set Chinese capitalism apart from its American counterpart. “In America, when you bring an idea to market you usually have several months before competition pops up, allowing you to capture significant market share,” he said, according to Fast Company, a technology magazine. “In China, you can have hundreds of competitors within the first hours of going live. Ideas are not important in China—execution is.”
Thanks to that competition and focus on execution, the EV industry went from a niche industrial-policy project to a sprawling ecosystem of predominantly private companies. Much of this happened below the Western radar while China was cut off from the world because of Covid-19 restrictions.
When Western auto executives flew in for April’s Shanghai auto show, “they saw a sea of green plates, a sea of Chinese brands,” said Le, referring to the green license plates assigned to clean-energy vehicles in China. “They hear the sounds of the door closing, sit inside and look at the quality of the materials, the fabric or the plastic on the console, that’s the other holy s— moment—they’ve caught up to us.”
Manufacturers of gasoline cars are product-oriented, whereas EV manufacturers, like tech companies, are user-oriented, Le said. Chinese EVs feature at least two, often three, display screens, one suitable for watching movies from the back seat, multiple lidars (laser-based sensors) for driver assistance, and even a microphone for karaoke (quickly copied by Tesla). Meanwhile, Chinese suppliers such as CATL have gone from laggard to leader.
Chinese dominance of EVs isn’t preordained. The low barriers to entry exploited by Chinese brands also open the door to future non-Chinese competitors. Nor does China’s success in EVs necessarily translate to other sectors where industrial policy matters less and creativity, privacy and deeply woven technological capability—such as software, cloud computing and semiconductors—matter more.
Still, the threat to Western auto market share posed by Chinese EVs is one for which Western policy makers have no obvious answer. “You can shut off your own market and to a certain extent that will shield production for your domestic needs,” said Sebastian. “The question really is, what are you going to do for the global south, countries that are still very happily trading with China?”
Western companies themselves are likely to respond by deepening their presence in China—not to sell cars, but for proximity to the most sophisticated customers and suppliers. Jörg Wuttke, the past president of the European Union Chamber of Commerce in China, calls China a “fitness centre.” Even as conditions there become steadily more difficult, Western multinationals “have to be there. It keeps you fit.”
Chris Dixon, a partner who led the charge, says he has a ‘very long-term horizon’
Americans now think they need at least $1.25 million for retirement, a 20% increase from a year ago, according to a survey by Northwestern Mutual
