狗狗幣Dogecoin是什麼？讓Elon Musk也瘋狂狗狗幣的起源、用途介紹 #虛擬貨幣 (160001)

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GME軋空事件震撼了美國金融圈，除了股票市場動盪之外，虛擬貨幣也連帶受到了影響。日前台灣中央銀行粉絲專頁發表了一篇介紹「狗狗幣」的貼文，狗狗幣(Dogecoin)又稱為「多吉幣」或「旺旺幣」，和比特幣(Bitcoin)同樣屬於虛擬貨幣的一種。2021年初GME事件發生，狗狗幣在美國Reddit鄉民和Elon Musk的連帶鼓吹之下達到超過800%的漲幅，出乎意料地再度成為了金融圈的話題焦點。雖然狗狗幣如今已成為世界上流通的主要虛擬貨幣之一，但事實上，狗狗幣的起源只不過是一句玩笑話，它的建立也可以歸因於網路迷因的流行。為什麼狗狗幣叫做「狗狗幣」？和網路迷因有什麼關係呢？讓我們繼續看下去。

相較於比特幣起源於一篇嚴肅的學術論文，狗狗幣的誕生可說是非常「獨特」，它的創造可以說是網路流行話題的結合，也因此狗狗幣的代表圖案就是知名的迷因Doge。相信大部分的人都曾經看過柴犬Doge(狗狗的實際名字為Kabosu，醋橙，但迷因稱之為Doge)的梗圖，1隻日本柴犬配上特定的文字說明，在台灣尤其以「關於感情的問題我一律建議分手」為最主要的流行。

2013年正逢比特幣興起，許多跟風的山寨虛擬貨幣也像春筍般冒出，而同時鋪天蓋地的Doge梗圖也直接或間接造成了網路使用者的精神汙染。狗狗幣的創始人之一，Jackson Palmer當時是Adobe的員工，他用一種諷刺的幽默感將Doge梗圖和虛擬貨幣結合，製作了一張有著Doge頭像的貨幣。Jackson Palmer將這張惡搞圖案放上Twitter，寫著「投資狗狗幣吧！這將是下一件大事(或譯為『一定可以大賺一筆』)」的貼文內容，在發佈之後，這則貼文很快地受到廣大網友們的迴響，於是Jackson Palmer在網友們的鼓吹之下，買下dogecoin.com網域，並在網站留下訊息，徵求想要讓狗狗幣成真的夥伴。

事實上，Jackson Palmer對於加密貨幣一竅不通，狗狗幣也真的只是一個玩笑話，從來沒有想過會真的實現。然而，IBM的工程師Billy Markus在偶然下看見了狗狗幣的訊息，Billy Markus一直都有研究加密貨幣，希望能夠創造出一款讓人們可以廣泛使用，而非單純使用於投資的虛擬貨幣。於是Billy Markus在見到狗狗幣網站後，聯繫了Jackson Palmer，二人的合作讓狗狗幣正式誕生，並且在網路迷因的散播之下，dogecoin.com網站短短30天之內就有超過百萬名訪客。

▲狗狗幣介紹。創造於2013年12月，由萊特幣(Litecoin，比特幣的改進)中派生出來。狗狗幣將挖礦(mining)改成挖洞(diging)，並且將字體改成Doge迷因中使用的Comic Sans字體。

狗狗幣的創辦人Jackson Palmer曾經提過，狗狗幣和比特幣最大的不同，在於狗狗幣並非為了投資而生，因此它擁有更低的挖礦(挖洞)門檻、更方便的購買方式、以及更低的交易費用。在理想的情況下，狗狗幣被設定為一種輕鬆詼諧的虛擬貨幣，它站在虛擬貨幣投資的對立面，一開始設定為1000億個，後續則改為數量無上限，保護狗狗幣的價格。

因為狗狗幣並不值錢，它最常使用在小費和打賞的情況，網友可以在網路上用狗狗幣表達感謝、支持，且因為一般人無法擁有比特幣等其他虛擬貨幣，狗狗幣正好填補了這樣的空缺，讓對虛擬貨幣有興趣的人更容易參與。狗狗幣也常被使用在慈善行為，在2014年，當狗狗幣社群見到牙買加雪橇代表隊沒有經費參與冬季奧運的時候，他們建立了募款活動，最終成功讓雪橇隊可以出國比賽。

對於雪橇隊的比賽支持讓狗狗幣多出了一種俠義的形象，接下來狗狗幣還完成了肯亞水井挖掘募資計畫、以及在2014年3月成功募集了6780萬狗狗幣(當時約5.5萬美元)，贊助NASCAR駕駛員Josh Wise比賽。Josh Wise讓賽車使用狗狗幣的贊助塗裝，這讓狗狗幣在比賽過程中被評論員提起，車體亮相的同時也為狗狗幣宣傳。

▲狗狗幣塗裝賽車，後來美國狗狗幣鄉民的力量也讓Josh Wise在粉絲投票比賽中勝出。(圖片來源：Wiki)

Good to see @Josh_Wise bring back the @dogecoin helmet last weekend! That was such an awesome deal to be apart of pic.twitter.com/VaLUt3LssY

Dogecoin (DOGE): What It Is, What It’s Worth and Should You Be Investing?

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Bloomberg

(Bloomberg) – For years, container shipping was a rough business. Margins were minuscule, the risks were high and growth prospects bobbed with the unpredictable tides of global trade. That it’s now generating record profits is one of the great economic surprises of the pandemic.The transformation over the past year also debunks a premise expressed loudly by pundits and politicians in recent years that U.S.-China trade, the most vital route of international commerce, was heading inexorably down a path of steady decline. The world wants more from China Inc. today than ever, and — as illustrated by the containers piled high on a ship stuck in the Suez Canal this week — companies in the U.S. and Europe need it faster than before.Accelerated by more online shopping, the demand is so strong that customers of ocean freight are increasingly willing to pay up for it, too. At Matson Inc., a Honolulu-based company with a fleet of smaller, nimbler vessels that charge a premium over the rates to transport on much larger ships, the need for a quick Shanghai-to-Los Angeles service became so great that executives decided to add a second weekly run last year and make it a permanent offering.“I was getting calls at 2 in the morning from customers saying ‘Look, you’ve got to do something, you’ve got to help me,”’ Matthew Cox, Matson’s CEO, said in an interview.Matson’s main business is shuttling staple goods to Hawaii and Guam and it ranks outside the top 20 largest container lines. But its stock jumped almost 40% last year and the industry as a whole is healthier than ever, topping more than $200 billion in estimated revenue in 2020. It’s conceivable that the largest players including Denmark’s A.P. Moller-Maersk A/S and China’s Cosco Shipping Holdings Co. ended a tumultuous year with their most profitable quarter to date.Another $1.9 trillion in U.S. fiscal stimulus may keep the good times going in 2021. Maersk CEO Soren Skou said on Tuesday that “we have to expect that some of that money will be used to buy goods that need to be transported.”Still, running full steam has revealed how temperamental the backbone of the global trading system is when stretched: Crews are overworked, thousands of containers have tumbled overboard in high seas and the vessel blocking Suez threatens wider economic problems if it snarls traffic for more then a few days.Read More: Suez Canal Snarled With Giant Ship Stuck in Top Trade ArteryBeyond the setbacks, ocean freight companies have been propelled by a confluence of factors. First, governments from Australia to Belgium kept consumers flush with cash and their financial systems liquid. Then China’s factories and American consumers recovered quickly from last year’s initial shocks and emerged from three years of supply-and-demand turmoil — a U.S.-China trade war followed by the pandemic — still intertwined.“China remains the manufacturing floor of the world,” Cox said in early March. “There are problems that are real and need to be dealt with, but it doesn’t change the fact that China has built a very capable network that in the short run people will find very difficult to replace.”For six decades before Covid-19, U.S. household spending on goods declined proportionately as Americans spent more on services. That trend flipped in 2020, to the tune of a $523 billion increase in merchandise purchases, McKinsey & Co. calculates. “All the freighters and transport assets were more or less sucked up by the strong transpacific trade lane,” said Ludwig Hausmann, a partner in McKinsey’s Munich office. “China right now is unbeatable.”In Washington and in European capitals, politicians vilified supply chains that extended to state-managed economies like China or Vietnam.But talk to retailers and manufacturers dependent on Asia and it becomes clear the crisis reinforced those links, serving as a reminder to diversify suppliers and proving eulogies to globalization were premature. Shipping and inventory carrying costs have surged, but not enough to avoid new supply risks ranging from weather and tariffs to disease.Trade’s Resilience“Firms have basically decided that they can manage that and still pursue these efficiency gains,” said Robert Koopman, chief economist at the Geneva-based World Trade Organization. “That helps explain why trade has been resilient.”Ask Heath Pittman about the crisis and he’ll tell you about three months he spent in Chicago ensuring freight kept moving so shelves stayed stocked at Rural King, an Illinois-based chain of about 125 general-merchandise stores in small-town America.Rural King’s international logistics manager used 10 times as many 40-foot-long containers to import lawnmowers from Vietnam in 2020 than the year before. Pittman wasn’t going to be caught short in 2021 either, importing nearly triple last year’s number of containers of mowers. A consolidation facility in Vietnam will open in June, complementing five already in China, aiming to ensure enough products are always available.“That’s a lot of costs for us and that’s a lot of risk,” Pittman said. “But the overwhelming positives that we get for our customers, we’ve determined that is worth more than being overbought.”Demand and supply both were challenges last year for Polaris Inc., the maker of snowmobiles, motorcycles and all-terrain vehicles that had, in two strokes of pre-pandemic serendipity, already started reinforcing its supplier base a few years earlier before rebranding in 2019 to “Think Outside.”Behind nearly 3,600 Polaris dealers is a production network feeding factories in Asia, North America and Europe. Making a single Polaris recreational vehicle involves as many as 2,000 parts, an achievement when about 10% of suppliers at any given time were under some sort of Covid-related duress, said Ken Pucel, executive vice president for global operations and engineering.The Medina, Minnesota-based company adjusted assembly lines to make products based on what parts were available. It used more artificial intelligence and digital technology. It dispatched an employee to Los Angeles to run an operation usually left to logistics providers — the flow of container imports. “Port congestion is one of our largest supply chain issues today,” Pucel said.Transpacific snarls have also reached Europe, where Düsseldorf-based XSTAFF GmbH, a purchasing network for retailers and wholesalers, chartered its own cargo ship in February to help ensure members could import goods from Asia. Rates for a 40-foot container from China to Europe are hovering around $8,000, nearly quadruple the cost a year ago, and probably will stay above $5,000 at least through June, XSTAFF Chairman Bodo Knop said. “The demand side is much bigger than the supply side,” he said.Such imbalances will eventually level out. While goods trade won’t likely to return to its height in globalization’s heyday a few decades ago — expanding twice as fast as the world economy — the WTO’s Koopman expects a return to the long-term average of 1.4 times global growth.E-commerce will keep fueling that. “A lot of people for the first time ever experienced the convenience of clicking a button and having a product show up at their door,” said Ryan Petersen, founder and CEO of Flexport, a San Francisco-based freight forwarder. “That’s an addictive thing.”Petersen reckons better technology will help the shift to more speed and complexity, but doesn’t anticipate “big dramatic shifts” in supply chains or production locations.John McCown, the founder of Blue Alpha Capital, has seen plenty of shipping booms and busts. His mentor was Malcom McLean, the North Carolina trucking executive who pioneered containerization in the 1950s. If a worldwide shock like a pandemic could pick its prey, an industry with high fixed costs like massive ships seemed to be among the slow buffalo. “A real bloodbath is what I was thinking,” McCown said.Instead, container lines stuck together and didn’t repeat price wars that wrecked them in the past. McCown now estimates the carriers he tracks, both publicly held and private ones, will show record net income of $8.4 billion in the fourth quarter. Container services are cheap even at today’s elevated rates, he says, recounting how McLean was friends with Sam Walton, the founder of Walmart Inc. Both enjoyed quail hunting and one time McLean asked the key to the retailer’s success. According to McCown, Walton responded, “We’re just better at moving things around.”For more articles like this, please visit us at bloomberg.comSubscribe now to stay ahead with the most trusted business news source.©2021 Bloomberg L.P.

比特幣以外的新星！狗狗幣今年漲900%

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Dogecoin（狗狗幣：DOGE-USD）在今年成為眾人矚目的焦點。從今年開始，狗狗幣的價格僅為0.005美元，到2月初達到了創紀錄的0.0872美元，即8.7美分。現在是5.7美分。

聽起來價格不算很高，但百分比確實增加了很多。今年到目前為止，狗狗幣的價格上漲了900％。

在過去的12個月中，加密貨幣的交易和投資激增，包括比特幣、以太坊、萊特幣等。最受歡迎的比特幣在2021年上漲了95％，價格剛剛超過57,000美元。同時，許多國家的利率處於創紀錄的低水平。因此，大量投資者將加密貨幣視為一種財富，類似於黃金或其他商品所提供的財富。

狗狗幣目前的市值為73億美元，是最有價值的加密貨幣之一。澳大利亞新南威爾士大學的Usman Chohan表示，狗狗幣的市值在2014年僅為4,800萬美元。他指出，狗狗幣的生產時間表也很瘋狂。到2015年年中，已經有1,000億個硬幣，並且以每年大約生產52億個新硬幣的進度成長中。

儘管短期內可能出現波動，但鑑於投資者對加密貨幣的風險偏好，預計狗狗幣遲早會創下新高。

Dogecoin是由軟體工程師Billy Markus和Jackson Palmer於2013年發明。他們的主要目的是創建一種無需傳統銀行手續費的即時付款系統。與比特幣不同，狗狗幣不限制可以生產的硬幣數量。

最初，狗狗幣主要用於在互聯網上，「感謝」他人的「積極貢獻」，例如提供想法或與網路相關的服務。但是自2013年以來，人們對狗狗幣的興趣逐漸建立起來。

然後，在2021年1月，Gametop和AMC Entertainment開始了大反彈，這主要是由於Reddit交易員的興趣。當這些散戶投資者尋找下一個趨勢時，狗狗幣獲得他們的青睞。

特斯拉CEO馬斯克也在推波助瀾，他在2月4日發推文改挺狗狗幣，一句「狗狗幣是大家的加密通貨」（Dogecoin is the peoples crypto），幫助該幣當日飆漲超過50％，攻上0.05978美元。

狗狗幣最初被視為模仿硬幣，如今已名列成千上萬種加密貨幣中市值排名在前的熱門商品。然而，計算狗狗幣的真正價值並非易事。目前市場上狗狗幣被高估，還是低估的說法都存在。

目前投資者希望狗狗幣能一路反彈至1美元，但它的價格暫時可能會起伏不定。

文章來源：Investorplace

（中時新聞網趙永紝）

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