Elon Musk complains that Tesla is not getting subsidies for its electric truck chargers while calling for the end of electric vehicle subsidies in the US.

Earlier this week, the Biden administration released the last round of funding for electric vehicle charging stations before the President leaves office.

Tesla has been trying to secure part of that funding for its TESSERACT project, which was first announced in 2023 to create a corridor of 9 charging stations for electric trucks between California and Texas.

However, it wasn’t included in any round of funding, including the latest one announced this week, which should be the latest now that Trump is getting into office and campaigned on ending electric vehicle subsidies.

Tesla CEO Elon Musk contributed more than $240 million to get Trump elected and supported his goal of removing subsidies for electric vehicles.

That’s why it’s surprising to see Musk comment on the news in disappointment. He wrote on X: “Hear we go again (sigh)”.

While this specific project wasn’t funded, 49 other projects shared over $600 million in funding that will deploy more than 11,500 EV charging ports across 27 states, four federally recognized tribes, and the District of Columbia.

Also, while Tesla didn’t get any funding in this round, Tesla has received millions in funding for its charging stations in the previous round.

Electrek’s Take

I think that’s fair. If you are actively lobbying for the end of EV subsidies in the US, a market that is far behind the rest of the world in EV adoption, why should the administration that is investing in correcting that give you the subsidies you are trying to end?

It makes no sense. That’s why I also support California in signaling that if the Federal government removes its EV subsidies, it will replace them at the state level, but Tesla will be left out.

It’s especially fair considering Elon has made it clear that the reason he wants to kill EV subsidies, which Tesla was the biggest beneficiary of, is that he believes it will put more pressure on the competition than Tesla and potentially kill them while only Tesla will remain.

He basically wants to pull the ladder that Tesla used to get where it is now to prevent others from using it.

“Subsidies for me, not for thee” – Elon’s new motto.

The US electric bike industry has already seen a regulation-heavy start to 2025. Now, New York Governor Kathy Hochul’s potential new restrictions on fast and exceedingly heavy electric bikes could add to the proposed and enacted legislation we’ve seen lately.

Hochul proposed in her State of the State address yesterday that Class 3 electric bikes weighing over 100 lb (45 kg) be excluded from existing electric bicycle regulations and instead be treated more like mopeds.

That would mean imposing motor vehicle regulations resulting in licensing and registration requirements, as well as disallowing their use in bike lanes.

The governor explained that this new regulation would ideally help increase the safety of bike lanes, according to Streetsblog NYC.

As a reminder, Class 1 and Class 2 e-bikes can reach a top speed of 20 mph (32 km/h) on motor power, with Class 2 e-bikes including a throttle that allows motor use without requiring the pedals to be used. In most states, Class 3 e-bikes can reach higher speeds of up to 28 mph (45 km/h) with pedal assist but not throttle. However, New York State has stricter Class 3 limits that provide for speeds up to just 25 mph (40 km/h).

The proposed new regulations would only target Class 3 e-bikes that exceed the suggested weight limit of 100 lb (45 kg).

Most electric bikes weigh well under 100 lb (45 kg). Common e-bikes seen regularly on US streets and bike lanes weigh between 50-75 lb (23 to 34 kg). However, there are some e-bike models available on the market that can reach or exceed 100 lb (45 kg). We’ve tested a few of them.

Such heavy electric bikes are usually visually similar to mopeds and light electric motorcycles, often featuring large tires, heavy motors, dual suspension, chunky frames, and other components that add significant weight. However, many heavy electric bicycles are limited to 20 mph (32 km/h), and could exceed the arbitrary 100 lb (45 kg) proposed limit while still not falling under this proposed regulation due to their Class 2 designation.

Electrek’s Take

At face value, there’s some logic to this. A 100 lb electric bike has a lot more rolling mass than a 50 lb electric bike, and you can guess which one I’d rather get hit by. Though at the same time, when the rider nearly always weighs more than the vehicle, the weight of the e-bike certainly has a lower relevance to its safety. With a 200 lb (91 kg) rider on both bikes, we’re only talking about a relatively small 20% difference in mass.

And it’s a bit telling that there wasn’t much discussion in the State of the State address about any other road safety issues, certainly not about the several thousand-pound cars that actually kill many New Yorkers every year.

I’m not saying I don’t support reasonable regulations to ensure the safety of everyone, in the bike lanes and outside of them. But let’s get real here. The percentage of electric bikes that are 100+ lb is tiny, likely under 1-2% of all e-bikes on the road. And that’s a tiny slice of an entire pie that is itself a tiny slice of the injury-causing-vehicle pie. So I’m not saying there isn’t any good regulation opportunity out there for e-bikes. But this is all fluff on top of fluff if you think it’s actually about making a meaningful impact on road safety. If they really cared about better protecting cyclists, governments would enforce existing laws to prevent cars from killing them so frequently.

These types of clumsy, heavy-handed regulations are just that – quick and dirty attempts to appear to be working towards a solution, when in fact they are largely meaningless in their ultimate impact on protecting lives.