Compared to Europe’s strictly regulated electric bicycle market, the US has fewer restrictions on e-bikes. Bosch, one of the leading electric bicycle drive system manufacturers in Europe, hopes to see that change through the implementation of tighter safety regulations.
The US market isn’t quite the wild west, but it’s much closer to that end of the spectrum than Europe’s tightly-regulated electric bike market.
Hundreds of large and small e-bike companies and e-bike drive system manufacturers compete for their own sliver of the growing pie that is the US e-bike market, whereas the European market is dominated by a few larger players.
Bosch is perhaps the biggest, with its complete e-bike drive systems found on many of the most popular e-bikes in Europe.
Claudia Wasko, the general manager of Bosch E-bike Systems Americas, recently spoke to Bicycle Retailerabout Bosch’s desire to see increased federal oversight of electric bicycles in the US.
Wasko explained that Europe uses several standards for e-bikes and their batteries, including EN 15194 that covers common hazards and hazardous events related to e-bikes.
In the US on the other hand – the Consumer Product Safety Commission (CPSC) – only recommends voluntary standards from organizations including ASTM, ANSI and UL, but the CPSC does not use Europe’s EN standards.
As Wasko explained, Bosch would like to see that changed so that the CPSC also covered e-bike safety standards in a more effective way, similar to the manner they have approached other products like hoverboards:
With e-bikes becoming more important in the U.S., Bosch would appreciate the CPSC becoming more involved in the topic of e-bike safety standards.
In 2018, the agency issued a letter that “urged” manufacturers and distributors of self-balancing scooters (hoverboards) to sell only products that comply with voluntary safety standards like UL 2272, which is a standard for electrical systems for personal e-mobility devices. Bosch would appreciate a similar approach for e-bikes.
Bosch also supports US e-bike safety regulations covering the entire e-bike system as opposed to just an individual part like the battery.
Most e-bikes sold in the US market use a combination of e-bike drive components from various suppliers; the motor might come from one supplier, while the battery and controller come from other suppliers. In Europe, it is more common for e-bikes to use a single unified supplier like Bosch to produce all components of the e-bike drive system.
Standards such as UL 2849 exist to cover broader e-bike systems including the drivetrain, battery, and charger. It’s a standard that Bosch would like to see applied to e-bikes in the US.
As Wasko continued:
UL 2849 has robust functional safety requirements for battery packs and battery management systems, and it also addresses risks associated with the other components of an e-bike system. Certification includes a detailed evaluation and testing of the drive unit, display unit, interconnecting cables and connectors, electrical accessories, battery system and charger system combinations.
Standards such as UL 2849 are essential to ensure safety through the thousands of cycles of charges and discharges. Testing and validating the safety of battery packs and battery management systems is needed to minimize the risk of fire and electric shock.
Getting certified to this system standard requires an investment of both time and money. Consequently, only a limited number of suppliers has taken these efforts.
The expense of these broader certifications makes it harder for new and smaller electric bicycle companies and component suppliers to compete against established industry giants like Bosch.
This would result in e-bike manufacturers having fewer choices for drivetrain components, with the remaining options likely consisting of larger companies like Bosch that can afford the certifications.
That’s a point that Wasko also made clear, though pointed to the safety benefits as Bosch’s rational for supporting complete system certification:
A system certification could decrease sourcing options for bicycle manufacturers who prefer to purchase e-bike components separately. But brands could undertake the efforts to comply with UL 2849. From the Bosch perspective, only complete-system standards can ensure the highest level of safety.
When discussing the difference between the EU and US markets for e-bikes, Wasko described the US e-bike market as lacking maturity compared to Europe’s e-bike market. In the US, it is common to order e-bikes online from direct-to-consumer companies. In Europe, most e-bikes are sold in bike shops that serve as middlemen between manufacturers and customers.
For many reasons including their perception, e-bikes in the U.S. have not reached the maturity level of the European market. The electrification rate in the U.S. is around 8%, compared to an average of 23% in Europe, with established countries reaching even 40-50%.
Electrek’s Take
The issue of increased e-bike regulations in the US is a touchy one.
American e-bike riders enjoy the benefits of looser restrictions that allow higher speeds and power levels. In Europe, it’s common for e-bike riders in bike lanes to be passed by pedal cyclists that traveling much faster than the e-bike’s 25 km/h (15 mph) speed limit.
In the US, e-bikes are often used on larger roads and outside of bike lanes, where higher power and speed limits help e-bikes keep up with US traffic levels.
Even if the issues of speed and power are put aside, safety regulations still create a massive point of contention. Few would object to the importance of safety regulations, but those that unfairly prevent smaller e-bike companies from competing or are crafted to benefit certain suppliers of complete e-bike systems could quickly draw accusations of bias.
While complete e-bike system regulations could certainly increase the safety of e-bikes, focusing on specific components – such as batteries – might be the most prudent choice in the short term. Batteries provide the most risk of any component on an e-bike, so they seem like the right place to start. And UL-rated batteries can of course be purchased by any manufacturer.
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Sam Altman, CEO of OpenAI (L), and Jensen Huang CEO of Nvidia.
Reuters
ABILENE, Texas – Sam Altman had a deadline. OpenAI’s CEO was headed to Texas to unveil his company’s next big infrastructure push, and Nvidia CEO Jensen Huang wanted in on the action.
Through a series of hurried negotiations, late-night calls and last-minute contract tweaks, the two giants of artificial intelligence struck a $100 billion partnership on Monday, hours before Altman boarded his flight to Abilene, a city of about 130,000 residents roughly 180 miles west of Dallas.
It helped that Huang and Altman had been part of President Donald Trump’s state visit to the U.K. a week earlier, allowing the president to be briefed on the agreement days in advance.
The deal, which Huang described to CNBC as “monumental in size,” marks a watershed moment in the tech industry, as capital and influence are increasingly concentrated in the hands of the two companies closest to the heart of the artificial intelligence boom.
Huang now presides over the world’s most valuable public company, worth nearly $4.5 trillion after gaining $170 billion following Monday’s announcement, while Altman runs the most prominent startup on the planet, valued at half a trillion dollars.
OpenAI’s ascent to the forefront of generative AI has relied on Nvidia’s high-powered graphics processing units (GPUs). Now the companies are more intimately linked than ever, as they plan to carve a path to jointly building the next wave of AI supercomputing facilities.
“You should expect a lot from us in the coming months,” Altman told CNBC’s Jon Fortt in an interview at Nvidia’s Silicon Valley headquarters on Monday. “There are three things that OpenAI has to do well: we have to do great AI research, we have to make these products people want to use, and we have to figure out how to do this unprecedented infrastructure challenge.”
Altman and Huang negotiated their pact largely through a mix of virtual discussions and one-on-one meetings in London, San Francisco, and Washington, D.C., with no bankers involved, according to people close to the talks who declined to be named because they weren’t authorized to speak publicly on the matter.
The arrangement calls for Nvidia to invest $10 billion at a time in OpenAI, the company behind ChatGPT. As the buildout unfolds, Nvidia will also supply the cutting-edge processors powering a host of new data centers.
While OpenAI gets more intimate with Nvidia, it has to maneuver through a number of high-stakes relationships with other key partners.
OpenAI only informed Microsoft, its principal shareholder and primary cloud provider, a day before the deal was signed, the people familiar with the matter said. Earlier this year, Microsoft lost its status as OpenAI’s exclusive provider of computing capacity.
The pact also comes less than two weeks after a disclosure from Oracle indicated that OpenAI agreed to spend $300 billion in computing power with the company over about five years, starting in 2027. At the start of the year, OpenAI joined Stargate, a multibillion-dollar project announced by President Trump and backed by Oracle and SoftBank, to build out next-generation AI infrastructure.
Going forward, all of OpenAI’s infrastructure projects will fall under the Stargate umbrella.
Representatives from Microsoft, Oracle and SoftBank didn’t immediately respond to requests for comment.
Nvidia and OpenAI provided scant details about where and when the buildout will take place, other than to say that the first of the 10 gigawatt sites will go online in the back half of next year.
Executives said they’ve reviewed between 700 and 800 potential locations since unveiling Stargate in January. In the months that followed, they fielded a flood of proposals from developers across North America offering land, power, and facilities. That list has been narrowed as OpenAI weighs energy availability, permitting timelines, and financing terms, the company said.
In Monday’s announcement, OpenAI described Nvidia as a “preferred” partner. But executives told CNBC that it’s not an exclusive relationship, and the company is continuing to work with large cloud companies and other chipmakers to avoid being locked in to a single vendor.
OpenAI CEO Sam Altman and Nvidia CEO, Jensen Huang arrive to attend the State Banquet during U.S. President Donald Trump’s state visit, at Windsor Castle, in Windsor, Britain, September 17, 2025.
Phil Noble | Reuters
For Nvidia, the investment in OpenAI is historic in size, but it’s just a big piece of a rapidly expanding portfolio.
Last week, Nvidia put $5 billion into Intel as part of a joint venture to co-develop data center and PC chips with the troubled chipmaker. Nvidia also said it invested close to $700 million in U.K. data center startup Nscale, a move that resembles Nvidia’s backing of U.S. AI infrastructure provider CoreWeave, which held its IPO in March.
Tranches of money
The financing structure for the OpenAI deal is designed to avoid hefty dilution. The initial $10 billion tranche is locked in at a $500 billion valuation and expected to close within a month or so once the transaction has been finalized, people familiar with the matter said. Nine successive $10 billion rounds are planned, each to be priced at the company’s then-current valuation as new capacity comes online, they said.
The relationship between Nvidia and OpenAI long predates the launch of ChatGPT in 2022.
Back when OpenAI was still a small nonprofit research lab and Nvidia was best known for building graphics chips for video games, Huang personally delivered his company’s first DGX supercomputer to OpenAI’s office in 2016. At the time, the startup was located in San Francisco’s Mission District, in a building that’s now home to Elon Musk’s xAI.
Almost a decade and trillions of dollars in value later, Huang and Altman are perhaps the most significant power players in the tech industry.
In October of last year, Nvidia formalized its financial stake in OpenAI, joining a $6.6 billion funding round that valued the company at $157 billion. A month later, in Tokyo, OpenAI executives met with SoftBank CEO Masayoshi Son to brainstorm what to call their next phase of expansion. Out of that session came “Stargate,” a codename that has since become shorthand for OpenAI’s most ambitious buildout plans.
Stargate now encompasses every major deal for compute capacity, including this week’s partnership with Nvidia. Securing the rights to the name required some careful maneuvering, but OpenAI has embraced it as the banner for its long-term infrastructure strategy.
The $100 billion commitment from Nvidia represents only part of what’s required for the planned 10-gigawatt buildout. OpenAI will lease Nvidia’s chips for deployment, but financing the broader effort will require other avenues. Executives have called equity the most expensive way to fund data centers, and they say the startup is preparing to take on debt to cover the remainder of the expansion.
As OpenAI’s compute necessities increase, a big question is where the company will host its workloads, which have to date been largely housed in Microsoft Azure. Taking the work in-house would push OpenAI closer to operating as a first-party cloud provider, a market led by Amazon Web Services, followed by Azure, Google and Oracle.
Executives have openly floated the idea, suggesting it may not be far off. Some even indicated to CNBC that a commercial cloud offering could emerge within a year or two, once OpenAI has secured enough compute to cover its own needs. For now, demand for training frontier models leaves little capacity to spare, but OpenAI isn’t done looking for new opportunities.
As Altman and Huang hammered out details of the arrangement that was announced this week, OpenAI’s infrastructure team was in Tokyo meeting with SoftBank’s Son to discuss broader financing and manufacturing support.
The parallel talks underscored the scale of Altman’s ambition, and the web of global players now involved in bringing it to life.
Burbo Bank, Liverpool Bay, England, viewed from the sea turbines on Burbo wind farm off the U.K. coast.
Ucg | Universal Images Group | Getty Images
Shares of Danish renewables giant Orsted jumped on Tuesday, after a U.S. judge ruled the embattled firm can resume construction of an offshore wind farm that was halted by the Trump administration.
The decision means Orsted can resume work on the nearly completed Revolution Wind project off the coast of Rhode Island and Connecticut.
Shares of the Copenhagen-listed company were among the top performers on the pan-European Stoxx 600 index during morning deals. The stock price, which notched a fresh record low last month, was last seen up around 6.6%.
The U.S. District Court for the District of Columbia on Monday granted a preliminary injunction sought by Orsted to overturn the Trump administration’s stop-work order, allowing construction on Revolution Wind to resume while the lawsuit progresses.
Orsted on Monday said it would start work on the project “as soon as possible.”
The company’s shares have tumbled 22.4% this year amid the Trump administration’s more aggressive stance towards renewables.
On Sept. 5, the Danish firm cut its full-year operating profit outlook following lower-than-normal offshore wind speeds during July and August. Orsted also received approval from shareholders for an emergency 60 billion Danish krone ($9.48 billion) rights issue to raise capital. Norwegian energy group Equinor said it would pledge almost $1 billion of fresh capital as part of the fundraising.
Trump block
The court victory represents a significant reprieve for the Danish company, which has been hit hard by U.S. President Donald Trump’s hardline stance on offshore wind projects.
Since his return to the White House earlier this year, Trump has clamped down on the wind power industry. On his first day in office, Trump signed an executive order suspending new or renewed onshore and offshore wind leases.
The Department of Transportation last month said it was withdrawing $679 million of funding for a dozen infrastructure projects that support offshore wind development and would instead redirect the money to upgrade existing ports and other infrastructure, where possible.
Blink Charging (Nasdaq: BLNK) has struck a deal with Hubject to make charging easier for EV drivers across North America.
The agreement will bring Blink into Hubject’s intercharge eRoaming platform as a charge point operator. That means electric mobility service providers (eMSPs) and their customers in the US, Canada, and Mexico will soon have access to Blink’s charging stations through their existing apps. In turn, Blink drivers will gain better access to stations connected through Hubject’s network.
Hubject, which already connects more than 1 million charging points and 2,750 partners worldwide, expects the integration to strengthen its North American presence by adding Blink’s wide-ranging network of chargers, from Level 2 workplace stations to DC fast charging. Blink, meanwhile, anticipates more customers will plug in, thanks to Hubject’s reach.
“Our collaboration with Blink marks an important step in expanding our North American intercharge network,” said Trishan Peruma, CEO of Hubject North America. “By integrating Blink’s network into our eRoaming platform, we aim to help reduce barriers that have historically complicated EV charging and to support the continued growth of EV adoption across the United States, Canada, and Mexico.”
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Blink Charging’s president and CEO Mike Battaglia added, “Connecting the Blink Network to Hubject’s platform will allow more drivers to benefit from interoperable charging while traveling.”
The integration will use the industry-standard OCPI protocol to keep billing and communication between networks secure and reliable. Deployment is planned in phases throughout 2025, with full integration targeted for the end of the year.
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