Have Bitcoin, Will Travel? 4 Strategies for Crypto-Holidays
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Have Bitcoin, Will Travel? 4 Strategies for Crypto-Holidays

A host of companies–including luxury ski resorts and at least one surf town—let you pay for R&R services with digital cash.

By R.T Watson
Tue, Mar 29, 2022 1:09pmGrey Clock 3 min

MAYBE YOU’RE still flush with crypto cash. Or perhaps your Bitcoin portfolio is hemorrhaging value amid the recent turbulence. Either way, if turning digital assets into rest and relaxation sounds appealing, you have options. Marko Jovic, a 41-year-old telecom engineer from Belgrade, Serbia, began using crypto to pay for vacations in 2021. He said despite a recent fall in value he can pay for a lot of things with his crypto. “You can basically do anything you want with crypto,” said Mr. Jovic.

Now that you can get debit cards linked to cryptocurrency portfolios, it’s never been easier to use digital cash while on the move. But for travelers who want to avoid the extra fees associated with using a crypto card, the alternative is to seek out merchants willing to accept cryptocurrency like Bitcoin directly. Luckily, a growing list of companies, hotels and destinations are eager to do business with crypto consumers. Here, a few up-to-the-minute moves:

1. Book a trip via an online travel agency

Travala.com has emerged as the leader among the handful of online booking sites that accept crypto. It may offer fewer routes and destinations than traditional air-travel sites do and sometimes list slightly higher prices, said Mr. Jovic, who recently used it to book a flight to Budapest, but he finds the ability to pay with crypto outweighs those factors. While Travala co-founder and CEO Juan Otero, who worked at Booking.com in the late 2000s, agrees his company needs to be more competitive on airfare, he argues that its luxury hotel offerings compare well to rivals’. Of Travala’s monthly active users, Mr. Otero said, an-above average number opt for “four- and five-star hotels.” Omar Hamwi, a 37-year-old crypto professional from Washington, D.C., and self-described loyal customer of Travala, booked a stay most recently at the five-star Fairmont Orchid in Hawaii. “I have idle crypto so I generally do like to use it when I can,” he said.

2. Buy a flight ticket directly with the airline

You can book flights directly with at least one crypto-friendly airline—AirBaltic, Latvia’s premier carrier which services more than 70 destinations, primarily in the Baltics and Europe—but if you’re not flying out of Riga, it may be hard to take advantage. Still, according to the airline, since it began accepting crypto back in 2014, more than 1,000 customers have purchased tickets that way.

3. Reserve a swanky hotel

The Chedi, a chic luxury resort in the Swiss Alps lets guests pay with Bitcoin or Ethereum, as long as they’re spending more than $200 when paying for rooms or services like ski rentals and spa days—easily done since room rates generally start at $650 a night. The Pavilions Hotels & Resorts, a boutique hotel group with locations in Europe and Asia including Rome, Amsterdam, Bali and Phuket, also accepts cryptocurrency bookings. For travelers who prefer to spend their crypto gains stateside, there’s the Kessler Collection, whose portfolio include several hotels in the southern U.S., as well as a ski lodge in Beaver Creek, Colo.

4. Visit a ‘cryptopia’

If anything close to a crypto Utopia exists, it’s the surf town of El Zonte, El Salvador, otherwise known as “Bitcoin Beach.” There, travelers can grub on pupusas after a day of surf lessons at El Zonte’s point break, and pay for it all with Bitcoin. “Most of the merchants accept Bitcoin,” said Carol Souza, a Brazilian influencer focused on educating people about crypto. Other cities are expected to follow suit. Earlier this month, the small picturesque city of Lugano, Switzerland, announced it is also adopting cryptocurrency as legal tender.

Reprinted by permission of The Wall Street Journal, Copyright 2021 Dow Jones & Company. Inc. All Rights Reserved Worldwide. Original date of publication: 28 March 2022.



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Competitive pressure and creativity have made Chinese-designed and -built electric cars formidable competitors

By GREG IP
Thu, Jun 8, 2023 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.”

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