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Nearly 70% of the miles of the 10 longest interstates is now within 10 miles of a fast EV charger

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For most Americans, there’s less reason than ever to worry about finding chargers to fuel up an electric vehicle. But charging worries remain a top hesitation for potential buyers, second only to sticker shock.

Those concerns linger even as fast chargers multiply. More than 12,000 have been added within a mile of U.S. highways and interstates just this year, an Associated Press analysis of data from the National Renewable Energy Laboratory shows. That’s about a fifth of quick-charging ports now in operation.

Yet a new poll from The Associated Press-NORC Center for Public Affairs Research and the Energy Policy Institute at the University of Chicago finds about 4 in 10 of U.S. adults still point to range and charging time as “major” reasons they wouldn’t buy an EV. That’s significant considering only about 2 in 10 Americans say they would be “extremely” or “very” likely to make a new or used electric vehicle their next car purchase.

That’s a perception Daphne Dixon, leader of a nonprofit that advocates for clean transportation, has been trying to fight. She has taken a coast-to-coast road trip in an EV each year since 2022. Always sporting hot pink and waving a bubblegum checkered race flag to match, Dixon posts snapshots of the charging experience along her 3,000-mile (4,828-kilometer) route, hoping to “bust” Americans’ anxiety about range and charging.

Dixon said she has repeatedly found that “range anxiety is stuck in people’s heads,” even though the gap in price between gas and electric cars is closing and more chargers are being installed.

“A lot of people still fear that there’s not enough chargers, but what they’re not seeing is that chargers are being put in every single day,” she said.

Fast chargers expand, but worries remain

Traveling on Interstate 80, the longest American interstate, a driver will encounter few stretches that are more than 10 miles (16 kilometers) away from a fast charger, all the way from New York City to Des Moines. Out West, coverage is spottier. But the miles on I-80 covered by fast chargers has increased by 44% since 2021, the AP analysis found.

Drivers would have a similar experience on other major roads. Nearly 70% of the combined length of the 10 longest interstates is within 10 miles of a fast charger — up from about half just five years ago.

Installing fast chargers is considered critical to supporting EV adoption because they can refill a fully electric vehicle in 20 minutes to an hour. Compare that to home chargers, which often take four to 10 hours.

In Dixon’s home state of Connecticut, drivers still fret about charging. In the fall, Dixon takes a shorter trip along Route 7, a scenic drive full of river bends and antiques barns. Fast chargers are scarce along the route, as they still are in many rural parts of the U.S.

The only plug in Kent, a town about 50 miles (80 kilometers) north of Norwalk, is an aging machine at town hall that’s long been defunct, said Lynn Mellis Worthington, chair of the town’s sustainability team.

Connecticut’s state government plans to use $1.3 million in federal funds to install eight fast-charging plugs at two stations in New Milford, about 15 miles (24 kilometers) down Route 7 from Kent. The Trump administration sought to cancel those federal funds earlier this year, before reinstating them in August after multiple states sued over the halt of the $5 billion program. Congress had approved the funds in 2021under the Bipartisan Infrastructure Law.

Mellis Worthington and her husband considered an EV when they replaced their 15-year-old Pontiac Vibe this year. She said prices for cars with enough range to make her husband feel comfortable with his commute were still too high. So despite her high hopes of going full electric, they went with a hybrid instead.

“Our next car will definitely be an EV,” she said.

Vehicle price still top barrier for buyers

While many are concerned about charging, price is still the reason U.S. adults most commonly gave when asked why they would not buy one, the AP-NORC/EPIC poll shows. Only about 2 in 10 U.S. adults said the high cost is “not a reason” for holding off on an EV purchase.

Electric vehicles held about 8% of the U.S. market share in 2024, up from 1.9% five years prior, according to data from Atlas Public Policy.

In the long run, owning an EV may be cheaper due to lower maintenance costs and the lower price of electricity compared to fuel in many places, said Daniel Wilkins, a policy analyst at Atlas Public Policy.

Still, “everyday Americans are focused more on the sticker price upfront,” he said.

And with federal incentives expiring at the end of September, the final bill for many prospective buyers has effectively increased by $7,500 for a new EV.

Electric vehicle advocates are quick to point out the average U.S. resident drives no more than 30 miles (48 kilometers) per day, according to AAA, well within the range modern EVs offer. Most electric vehicle owners, like Bloomfield resident Jim Warner and his wife, do the majority of their charging at home.

Warner has one EV and one plug-in hybrid vehicle. He’s taken the EV, a Chevy Bolt with a roughly 250-mile (402 kilometer) range per charge, on a 400-mile (643-kilometer) trip to Maine twice since he bought it in 2022.

“The first trip, I turned the heat off. I made sure I drove 65,” Warner said. “The second time I just drove normally and had no problem.”



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You don’t hate AI because of genuine dislike. No, there’s a $1 billion plot by the ‘Doomer Industrial Complex’ to brainwash you, Trump’s AI czar says

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That disconnect, David Sacks insists, isn’t because AI threatens your job, privacy and the future of the economy itself. No – according to the venture-capitalist-turned-Trump-advisor, it’s all part of a $1 billion plot by what he calls the “Doomer Industrial Complex,” a shadow network of Effective Altruist billionaires bankrolled by the likes of convicted FTX founder Sam Bankman Fried  and Facebook co-founder Dustin Moskovitz. 

In an X post this week, Sacks argued that public distrust of AI isn’t organic at all — it’s manufactured. He pointed to research by tech-culture scholar Nirit Weiss-Blatt, who has spent years mapping the “AI doom” ecosystem of think tanks, nonprofits, and futurists.

Weiss-Blatt documents hundreds of groups that promote strict regulation or even moratoriums on advanced AI systems. She argues that much of the money behind those organizations can be traced to a small circle of donors in the Effective Altruism movement, including Facebook co-founder Dustin Moskovitz, Skype’s Jaan Tallinn, Ethereum creator Vitalik Buterin, and convicted FTX founder Sam Bankman-Fried.

According to Weiss-Blatt, those philanthropists have collectively poured more than $1 billion into efforts to study or mitigate “existential risk” from AI. However, she pointed at Moskovitz’s organization, Open Philanthropy, as “by far” the largest donors. 

The organization pushed back strongly on the idea that they were projecting sci-fi-esque doom and gloom scenarios.

“We believe that technology and scientific progress have drastically improved human well-being, which is why so much of our work focuses on these areas,” an Open Philanthropy spokesperson told Fortune. “AI has enormous potential to accelerate science, fuel economic growth, and expand human knowledge, but it also poses some unprecedented risks — a view shared by leaders across the political spectrum. We support thoughtful nonpartisan work to help manage those risks and realize the huge potential upsides of AI.”

But Sacks, who has close ties to Silicon Valley’s venture community and served as an early executive at PayPal, claims that funding from Open Philanthropy has done more than just warn of the risks– it’s bought a global PR campaign warning of “Godlike” AI. He cited polling showing that 83% of respondents in China view AI’s benefits as outweighing its harms — compared with just 39% in the United States — as evidence that what he calls “propaganda money” has reshaped the American debate.

Sacks has long pushed for an industry-friendly, no regulation approach to AI –and technology broadly—framed in the race to beat China. 

Sacks’ venture capital firm, Craft Ventures, did not immediately respond to a request for comment.

What is Effective Altruism?

The “propaganda money” Sacks refers to comes largely from the Effective Altruism (EA) community, a wonky group of idealists, philosophers, and tech billionaires who believe humanity’s biggest moral duty is to prevent future catastrophes, including rogue AI.

The EA movement, founded a decade ago by Oxford philosophers William MacAskill and Toby Ord, encourages donors to use data and reason to do the most good possible. 

That framework led some members to focus on “longtermism,” the idea that preventing existential risks such as pandemics, nuclear war, or rogue AI should take priority over short-term causes.

While some EA-aligned organizations advocate heavy AI regulation or even “pauses” in model development, others – like Open Philanthropy– take a more technical approach, funding alignment research at companies like OpenAI and Anthropic. The movement’s influence grew rapidly before the 2022 collapse of FTX, whose founder Bankman-Fried had been one of EA’s biggest benefactors.

Matthew Adelstein, a 21-year-old college student who has a prominent Substack on EA, notes that the landscape is far from the monolithic machine that Sacks describes. Weiss-Blatt’s own map of the “AI existential risk ecosystem” includes hundreds of separate entities — from university labs to nonprofits and blogs — that share similar language but not necessarily coordination. Yet, Weiss-Blatt deduces that though the “inflated ecosystem” is not “a grassroots movement. It’s a top down one.” 

Adelstein disagrees, noting that the reality is “more fragmented and less sinister” than Weiss-Blatt and Sacks portrays.

“Most of the fears people have about AI are not the ones the billionaires talk about,” Adelstein told Fortune. “People are worried about cheating, bias, job loss — immediate harms — rather than existential risk.”

He argues that pointing to wealthy donors misses the point entirely. 

“There are very serious risks from artificial intelligence,” he said. “Even AI developers think there’s a few-percent chance it could cause human extinction. The fact that some wealthy people agree that’s a serious risk isn’t an argument against it.”

To Adelstein, longtermism isn’t a cultish obsession with far-off futures but a pragmatic framework for triaging global risks. 

“We’re developing very advanced AI, facing serious nuclear and bio-risks, and the world isn’t prepared,” he said. “Longtermism just says we should do more to prevent those.”

He also brushed off accusations that EA has turned into a quasi-religious movement.

 “I’d like to see the cult that’s dedicated to doing altruism effectively and saving 50,000 lives a year,” he said with a laugh. “That would be some cult.”



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Credit card companies are jacking up annual fees for airport lounges

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For every passenger trying to decide if a $17 slimy ham and cheese croissant and their phone’s 34% remaining battery will sustain them for a four-hour layover, there’s someone smugly sipping a complimentary gin and tonic in a secret luxury lounge.

Once a refuge for frequent business travelers, airport lounges are increasingly becoming more popular (and crowded) with casual travelers, encouraging some companies to create even more exclusive spaces—or raise the barrier to entry:

  • Capital One opened its largest lounge (13,500 square feet) in June at NYC’s JFK Airport, complete with Ess-a-Bagels and a designated cheesemonger (as well as classic lounge amenities, like shower suites and a cocktail bar).
  • Over half of JFK’s overall Terminal 4 lounge space has been added in the last two years.

How much would you pay for exclusivity?

The increase in global airport lounge visits in 2024 (31%) has outpaced growth in air traffic overall (10.4%) compared to the previous year. And access isn’t cheap. United charges $750 annually for individual access to its airport lounge network. Amex recently announced that the annual fee for its Platinum card—which includes the perk of lounge access—is increasing from $695 to $895. And one of the most popular travel perk cards, the Chase Sapphire Reserve, just ratcheted up its annual fee from $550 to $795.—MM

This report was originally published by Morning Brew.



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Trump’s $2,000 tariff ‘dividends’ would cost twice as much as the revenue coming in, budget watchdog warns

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President Trump’s recent proposal to pay Americans “at least $2,000 a person” from new tariff revenue—a policy he calls “tariff dividends”—is facing sharp criticism from a budget watchdog, who calculates that the plan will actually lose twice as much money for the country as the tariffs are generating.

Writing in a weekend post on Truth Social, Trump argued that tariff revenues could be redistributed directly to individuals in the form of annual payments, with “high income people” excluded from the payouts. The idea, pitched as a way both to reward taxpayers and possibly reduce the national debt, bears a strong resemblance to the structure of the COVID-era Economic Impact Payments, according to an analysis by the nonpartisan Committee for a Responsible Federal Budget (CRFB).

But the numbers reveal a steep fiscal challenge. The CRFB estimates that distributing just a single round of $2,000 payments to Americans—calculated to match the COVID payments, which included both adults and children—would cost the federal government around $600 billion per year. By contrast, the tariffs that Trump has championed have raised about $100 billion to date and, even accounting for pending legal cases, are only projected to raise about $300 billion annually going forward.

Deficits could skyrocket

“If tariff dividends are paid annually, deficits would increase by $6 trillion over ten years,” the CRFB writes, “roughly twice as much as President Trump’s tariffs are estimated to raise over the same time period.” This means not only that the revenue from tariffs would fail to cover dividend payouts, but also that the policy would exacerbate America’s long-term fiscal challenges.

To put the numbers in perspective, if dividends were paid out on a “revenue neutral” basis—matching payouts to actual tariff revenue—the analysis estimates that payments could be made only every other year, starting in early 2027. Should the Supreme Court uphold current lower court rulings that have deemed some of Trump’s tariffs illegal, remaining tariffs would only cover the dividend payments once every seven years.

Debt implications

Beyond blowing past the revenue generated, diverting all tariff proceeds to pay these dividends would restrict the government’s ability to use tariff income for reducing deficits or paying down debt, as some administration officials have proposed. The CRFB warns that using all tariff revenue for rebates would push federal debt to 127% of Gross Domestic Product (GDP) by 2035, compared to 120% under current law. If $2,000 dividends were paid annually, that figure could jump further, reaching 134% of GDP over the same period.

Such projections come at a time when annual budget deficits are nearing $2 trillion and national debt is quickly approaching an all-time high, making fiscal discipline a top concern for watchdogs and policy analysts.

Trump’s proposal draws inspiration from pandemic-era Economic Impact Payments (EIPs), but those measures were carefully income-tested to phase out payments for individuals earning over $75,000 and joint filers over $150,000. The CRFB said its analysis used similar eligibility parameters for its cost estimate, suggesting that without strict limits, the fiscal hit could be even higher.

For this story, Fortune used generative AI to help with an initial draft. An editor verified the accuracy of the information before publishing. 



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