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Electric car charging stations are becoming ubiquitous across many cities in the US. But with electric bikes vastly outnumbering electric cars, should we be considering charging stations for these more popular light EVs? In China, e-bike charging stations are already commonplace. Perhaps we can learn something from them.

In fact, I didn’t know just how common these charging stations were in China until recently. I was talking with William Guo, whose company develops and markets e-bike charging adapters for European and US electric car charging stations. Basically, it’s a device that plugs into a car charging station and converts the J1772 or European Type 2 connector into a typical wall outlet for Level 1 charging. That wall outlet can then be used to plug in any standard home charger, such as for an electric bicycle, e-scooter, e-skateboard, or other device.

It’s a great solution for the Western world, but he mentioned that in China where he lives they tend to prefer just using an e-bike charging station, to which I responded “a what now?”

As it turns out, electric bike charging stations are common in China. William sent me some photos of an e-bike charging station near where he lives in Zhejiang Province, as well as a few others around town.

I actually visited Zhejiang Province in 2019, but I never saw stations like these.

There are a few designs but most are variations of a simple concept: a row of wall outlets connected to some type of payment portal.

Riders generally carry their charger with them so they can plug in at a charging station near work or any other destination. Electric bicycles in China are frequently more of a moped or scooter-style design, meaning they have more storage options on the bike that make it easier to carry the charger with them.

I asked William if riders weren’t worried about someone stealing their charger while they’re charging. “Charger theft isn’t really a problem,” he responded. “They just aren’t worth much.” It makes sense to me, especially considering a new e-bike charger on Amazon can be had for $20-$35. Considering they come from China anyway and who knows what the markup is by US importers, the local price must be pretty darn low.

William also shared with me some screenshots from the charging station app, showing the various charging options and which charging outlets are still available at any moment.

The prices are based on charging time and charging power, but seem quite reasonable. For example, a 240-minute charge at under 300W costs just 1 RMB (US $0.14). For comparison, most e-bike chargers in the US are rated at around 150-250W.

Higher power is available from the station, which would likely be used on heavier moped-style e-bikes than the type of e-bikes we generally see in the US or Europe. A 1.2 kW charger would run for about 144 minutes for the same price. Users can also pay 2 or 3 RMB (US $0.28 or $0.42) for twice or three times the charging time, which would basically cover an all-day charge.

There are other types of e-bike charging stations in China that actually have the chargers built into the machine and are better suited for those that don’t carry their charger with them. Still other designs have several AC power cords that directly plug into the charger, meaning riders can plug their chargers into that cord. That design also likely deters folks who want to use the station to get a quick charge of their phone or laptop from an AC outlet, since you don’t have a typical wall outlet on the face of the machine.

electric bicycle charging station

All of this goes to show just how simple electric bike charging stations can truly be. Ultimately, these are just glorified extension cords with a payment portal. That’s all you really need.

And perhaps that’s the biggest lesson of all here. If we want to make it easier for people to commute by electric bike, especially over longer distances, such simple e-bike charging stations can be a great idea. It’s not totally foreign in the US. We’ve seen examples in Oregon and New York. But those are the exception, not the rule.

Today’s throttle-controlled electric bicycles with lithium-ion batteries often have ranges of between 20-30 miles (32-50 km) when new, but that range can drop after several years. Being able to charge up while at work is a great way to avoid needing to replace a functional battery that still has a few years of use left despite not holding as much charge as it used to.

Centralized charging locations can also help combat the issue of e-bike fires in the US. It’s important to point out that e-bike fires are extremely rare. You hear about them often on the news because of the old “if it bleeds, it leads” adage. Every day hundreds of thousand of e-bikes get charged in the US without any fires. But occasionally fires due occur, often during charging, and so it is still an important issue to consider when planning for safe e-bike charging.

Having a centralized charging station for e-bikes that is outside of people’s homes or workplaces helps improve safety. Such stations can even be fitted with an appropriate fire suppression system in the ceiling, just in case.

While the US use case for e-bikes isn’t quite the same as in China where e-bikes are used by a huge swath of the population as primary vehicles, there are still plenty of people in the US that could make use of e-bike charging stations.

And when they’re this simple to set up, perhaps it’s something more places should be considering. They’d be useful for more than just electric bikes, but also Vespa-style electric scooters and even electric motorcycles that don’t have typical charging station connectors.

Just for fun, I’ll leave you with an image from 2015 when I did a 500-mile (800 km) trip on a DIY electric bike and I had to find places to charge along the way (despite having a massive 2.8 kWh of battery on the bike).

Pro tip: look for vending machines and ice machines. In a pinch, they’ll lead you to an outlet. Buying something from the place you “borrow” $0.30 of electricity from is a nice gesture, too.

Me trying to find places to charge my long-distance electric bike in 2015

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Wheel-E Podcast: Lectric XP4, new RadRunners, Tariff troubles, more

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Wheel-E Podcast: Lectric XP4, new RadRunners, Tariff troubles, more

This week on Electrek’s Wheel-E podcast, we discuss the most popular news stories from the world of electric bikes and other nontraditional electric vehicles. This time, that includes the launch of the Lectric XP4 e-bike, a new set of RadRunners from Rad Power Bikes, California’s e-bike voucher program hits more hurdles, the effect of Trump tariffs on several e-bike and e-moto companies, and more.

The Wheel-E podcast returns every two weeks on Electrek’s YouTube channel, Facebook, Linkedin, and Twitter.

As a reminder, we’ll have an accompanying post, like this one, on the site with an embedded link to the live stream. Head to the YouTube channel to get your questions and comments in.

After the show ends, the video will be archived on YouTube and the audio on all your favorite podcast apps:

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We also have a Patreon if you want to help us to avoid more ads and invest more in our content. We have some awesome gifts for our Patreons and more coming.

Here are a few of the articles that we will discuss during the Wheel-E podcast today:

Here’s the live stream for today’s episode starting at 8:00 a.m. ET (or the video after 9:00 a.m. ET):

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AUSA adds new, rough terrain electric forklift to its line of construction EVs

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AUSA adds new, rough terrain electric forklift to its line of construction EVs

Last month’s bauma event in Germany was so big that the industry hive mind is still trying to digest everything it saw – and that includes these new, rough terrain electric material handlers from Spanish equipment brand AUSA!

AUSA calls itself, “the global manufacturer of compact all-terrain machines for the transportation and handling of material,” and backs that claim up by delivering more than 12,000 units to customers each year. Now, the company hopes to add to that number with the launch of the C151E rough-terrain electric forklift, which takes its rightful place alongside AUSA’s electric telehandler and 101/151 lines of mini dumpers.

The C151 features a 15.5 kWh li-ion battery pack good for “one intense shift” worth of work, sending electrons to a 19.5 kW (approx. 25 hp) electric motor and the associated forks, tilt cylinders, etc. Charging is through a “standard” CCS L1/2 AC port, which can recharge the big electric forklift to 80% in about 2.5 hours.

Looked at another way: even if you drive the battery to nearly nothing, the AUSA can be charged up during a lunch break or shift change and ready to work again as soon as you reach for it.

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AUSA electric forklift charging

The 6,040 lb. (empty) AUSA C151E has a 3,000-pound maximum load capacity and a maximum lift height just over 13 feet.

“It is an ideal tool for working in emission-free spaces such as greenhouses, municipal night works, enclosed spaces, etc.,” reads AUSA’s press material. “It can be used in more applications than a traditional rough terrain forklift, offering greater performance as a result.”

Electrek’s Take

AUSA C151E electric rough terrain forklift; via AUSA.
AUSA C151E electric rough terrain forklift; via AUSA.

AUSA’s messaging is spot-on here: because you can use the C151E – in fact, any electric equipment asset – is a broader set of environments and circumstances than a diesel asset, you can earn more work, get a higher utilization rate, and maximize not only your fuel savings, but generate income you couldn’t generate without it.

“More, more, and more” is how a smart fleet operator is looking at battery power right now, and that’s the angle, not the “messy middle,” that the industry needs to be talking about.

SOURCE | IMAGES: AUSA, via Equipment World.

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The aluminum sector isn’t moving to the U.S. despite tariffs — due to one key reason

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The aluminum sector isn't moving to the U.S. despite tariffs — due to one key reason

HAWESVILLE, KY – May 10

Plant workers drive along an aluminum potline at Century Aluminum Company’s Hawesville plant in Hawesville, Ky. on Wednesday, May 10, 2017. (Photo by Luke Sharrett /For The Washington Post via Getty Images)

Aluminum

The Washington Post | The Washington Post | Getty Images

Sweeping tariffs on imported aluminum imposed by U.S. President Donald Trump are succeeding in reshaping global trade flows and inflating costs for American consumers, but are falling short of their primary goal: to revive domestic aluminum production.

Instead, rising costs, particularly skyrocketing electricity prices in the U.S. relative to global competitors, are leading to smelter closures rather than restarts.

The impact of aluminum tariffs at 25% is starkly visible in the physical aluminum market. While benchmark aluminum prices on the London Metal Exchange provide a global reference, the actual cost of acquiring the metal involves regional delivery premiums.

This premium now largely reflects the tariff cost itself.

In stark contrast, European premiums were noted by JPMorgan analysts as being over 30% lower year-to-date, creating a significant divergence driven directly by U.S. trade policy.

This cost will ultimately be borne by downstream users, according to Trond Olaf Christophersen, the chief financial officer of Norway-based Hydro, one of the world’s largest aluminum producers. The company was formerly known as Norsk Hydro.

“It’s very likely that this will end up as higher prices for U.S. consumers,” Christophersen told CNBC, noting the tariff cost is a “pass-through.” Shares of Hydro have collapsed by around 17% since tariffs were imposed.

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The downstream impact of the tariffs is already being felt by Thule Group, a Hydro customer that makes cargo boxes fitted atop cars. The company said it’ll raise prices by about 10% even though it manufactures the majority of the goods sold in the U.S locally, as prices of raw materials, such as steel and aluminum, have shot up.

But while tariffs are effectively leading to prices rise in the U.S., they haven’t spurred a revival in domestic smelting, the energy-intensive process of producing primary aluminum.

The primary barrier remains the lack of access to competitively priced, long-term power, according to the industry.

“Energy costs are a significant factor in the overall production cost of a smelter,” said Ami Shivkar, principal analyst of aluminum markets at analytics firm Wood Mackenzie.  “High energy costs plague the US aluminium industry, forcing cutbacks and closures.”

“Canadian, Norwegian, and Middle Eastern aluminium smelters typically secure long-term energy contracts or operate captive power generation facilities. US smelter capacity, however, largely relies on short-term power contracts, placing it at a disadvantage,” Shivkar added, noting that energy costs for U.S. aluminum smelters were about $550 per tonne compared to $290 per tonne for Canadian smelters.

Recent events involving major U.S. producers underscore this power vulnerability.

In March 2023, Alcoa Corp announced the permanent closure of its 279,000 metric ton Intalco smelter, which had been idle since 2020. Alcoa said that the facility “cannot be competitive for the long-term,” partly because it “lacks access to competitively priced power.”

Similarly, in June 2022, Century Aluminum, the largest U.S. primary aluminum producer, was forced to temporarily idle its massive Hawesville, Kentucky smelter – North America’s largest producer of military-grade aluminum – citing a “direct result of skyrocketing energy costs.”

Century stated the power cost required to run the facility had “more than tripled the historical average in a very short period,” necessitating a curtailment expected to last nine to twelve months until prices normalized.

The industry has also not had a respite as demand for electricity from non-industrial sources has risen in recent years.

Hydro’s Christophersen pointed to the artificial intelligence boom and the proliferation of data centers as new competitors for power. He suggested that new energy production capacity in the U.S., from nuclear, wind or solar, is being rapidly consumed by the tech sector.

“The tech sector, they have a much higher ability to pay than the aluminium industry,” he said, noting the high double-digit margins of the tech sector compared to the often low single-digit margins at aluminum producers. Hydro reported an 8.3% profit margin in the first quarter of 2025, an increase from the 3.5% it reported for the previous quarter, according to Factset data.

“Our view, and for us to build a smelter [in the U.S.], we would need cheap power. We don’t see the possibility in the current market to get that,” the CFO added. “The lack of competitive power is the reason why we don’t think that would be interesting for us.”

How the massive power draw of generative AI is overtaxing our grid

While failing to ignite domestic primary production, the tariffs are undeniably causing what Christophersen termed a “reshuffling of trade flows.”

When U.S. market access becomes more costly or restricted, metal flows to other destinations.

Christophersen described a brief period when exceptionally high U.S. tariffs on Canadian aluminum — 25% additional tariffs on top of the aluminum-specific tariffs — made exporting to Europe temporarily more attractive for Canadian producers. Consequently, more European metals would have made their way into the U.S. market to make up for the demand gap vacated by Canadian aluminum.

The price impact has even extended to domestic scrap metal prices, which have adjusted upwards in line with the tariff-inflated Midwest premium.

Hydro, also the world’s largest aluminum extruder, utilizes both domestic scrap and imported Canadian primary metal in its U.S. operations. The company makes products such as window frames and facades in the country through extrusion, which is the process of pushing aluminum through a die to create a specific shape.

“We are buying U.S. scrap [aluminium]. A local raw material. But still, the scrap prices now include, indirectly, the tariff cost,” Christophersen explained. “We pay the tariff cost in reality, because the scrap price adjusts to the Midwest premium.”

“We are paying the tariff cost, but we quickly pass it on, so it’s exactly the same [for us],” he added.

RBC Capital Markets analysts confirmed this pass-through mechanism for Hydro’s extrusions business, saying “typically higher LME prices and premiums will be passed onto the customer.”

This pass-through has occurred amid broader market headwinds, particularly downstream among Hydro’s customers.

RBC highlighted the “weak spot remains the extrusion divisions” in Hydro’s recent results and noted a guidance downgrade, reflecting sluggish demand in sectors like building and construction.

— CNBC’s Greg Kennedy contributed reporting.

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