Electric vehicles (EVs) are an economical and environmentally friendly way to get from Point A to Point B, but the lack of charging stations often limits drivers to short trips.

It could soon change, as the West Electric Highway program aims to install fast-charging stations every 50 miles along rural highways in Utah and other Western states. The project is funded through the bipartisan infrastructure law approved by Congress last year.

Tammie Bostick, executive director of the Utah Clean Cities Coalition, the lead agency on the project, said the ChargeWest network will take the worry out of driving an EV across the state.

"When we look at Charge West, it's an opportunity for us to imagine electrified transportation fully and to know that we can travel, with range confidence, to our destinations and be able to return," Bostick explained.

Other participating states include Arizona, Colorado, Idaho, Montana, Nevada, New Mexico and Wyoming. Bostick pointed out the programs is the first of its type, and hopes it will be a model for other states to follow.

The West Electric Highway program is backed by a coalition of local and state governments, environmental groups and tourism officials.

Bostick emphasized it will particularly benefit Utah's vacation destinations.

"Secondary highways, the scenic highways, the places that lead us to the places that we travel to, which are our national parks, our monuments, our state parks, our recreation areas," Bostick outlined.

Bostick added a major challenge to building the West Electric Highway system is a lack of electrical infrastructure needed to power fast-charging stations in many of the rural areas.

"So that could be building out their existing electrical system, but also to plan for off-grid system systems that are stand alone, that run on solar, that really don't need a large infrastructure to be available," Bostick explained.

The West Electric Highway program is one of the first fast-charging projects approved from the $2.5 billion allocated for projects under the National Electric Vehicle Charging Network.

Experts say consumer interest and sales of electric vehicles in Arizona and across the country aren't slowing down.

Arizona is among the top 10 states for EV auto registrations. Year-to-date, EV sales are up more than 50%, year over year, which Chris Harto, senior policy analyst at Consumer Reports, said is impressive, considering how much fuel prices have come down. However, in Arizona, the average gas price is currently $4.25 per gallon - about 40 cents more than the national average - which may entice Arizona drivers to make the switch.

Harto said interest rates might also turn out to be a factor in sales.

"Interest rates have gone up quite a bit, and I think that is going to have an effect on the whole vehicle market, regardless of vehicle type," he said. "We're not quite seeing a slowdown, quite yet."

He said he suspects the market is still trying to adjust and "catch up" after EVs - and vehicles in general - have been in such limited supply in recent years. While many have speculated that EV inventories are high, Harto countered that the "EV only" companies - such as Polstar, Rivian and Tesla - report "very low inventory."

Harto said affordability is top of mind for many people shopping for an electric vehicle. Consumer Reports found 70% of EV sales so far this year have been from just nine models, all of which start at less than $45,000 when incentives are factored in. He also said he recognizes many are concerned about the lack of charging infrastructure, but said that is changing. Arizona has nearly 1,000 charging stations, although more are in the works.

"You definitely have a group of consumers who are waiting for the federal funds that are going out to the states to really build out that national charging network," he said, "to give them that little extra bit of confidence."

He said a number of new requirements have either limited or changed which EVs can qualify for tax credits. So, of course, those that are eligible for tax credits seem to be selling better than those that don't.


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Parking lots dominate the landscapes in many cities, but state lawmakers across the country are looking to reduce the number of unused parking spaces. More than a dozen states that considered ending or reducing parking mandates in 2023 legislative sessions, following Oregon's lead. Nearly every city in the U.S. requires a certain number of parking spaces be built for each new business and housing complex.

Michael Andersen, a senior researcher with Sightline Institute, a Northwest think tank focused on sustainability, said policymakers are reconsidering past efforts to overbuild parking lots.

"People are saying, 'Wait a minute, wait a minute, there are a bunch of unintended consequences here," he explained. "There are a bunch of longer-term side effects of building our cities with these expanses of parking lots everywhere. Let's let cities evolve as they will.'"

Andersen added creating too many lots has environmental, social and economic costs. The boom in legislation, from Vermont to Oklahoma, addressing this issue comes after Oregon approved a law last year reducing parking mandates. In the state's eight largest metro areas, mandates are eliminated completely in certain situations, such as within a half-mile of frequent public transit.

Andersen said this issue is an extension of the larger housing affordability problem gripping cities both big and small and added the upsurge in telecommuting that accompanied the pandemic prompted a large migration of people from big to small.

"These housing shortages have rapidly become more bipartisan because they're manifesting in new areas, and I think people are just looking for ways to cut the cost of housing," he said.

California also eliminated or reduced parking mandates last year.

The Regional Transportation District is holding a public meeting tomorrow - to decide whether or not to adopt a new fare structure, change existing discount and pass programs, and pursue other initiatives aiming to make transit more accessible to people living in the eight counties served by the district.

Bill Sirois, senior manager of transit oriented communities with RTD, said the plan addresses the most common concerns raised by customers - that fares are too expensive and confusing.

"This was a very customer-centric process," said Sirois. "We did have an extensive amount of outreach that we have done over the last year. So we really do feel like we're responding to what we heard."

Currently, local fares are $3, and regional fares are $5.25. The new plan creates a single standard fare of $2.75 for a three hour window to go anywhere in the district, except Denver International Airport.

A-train tickets would also drop slightly to $10. RTD expects the impacts of any lost revenue to be minimal.

RTD currently gets just under 7% of revenue from fares, which would likely drop to 5%.

Sirois said the new plan should help more Coloradans who depend on public transportation get their groceries, get to work and make it to doctor's appointments.

Seniors, people with disabilities, low-income residents and others who qualify will see their fares lowered.

"It goes from $1.35 for a one-way ticket, or $2.70 to ride all day, and that includes the airport," said Sirois. "So those over 65 have a much more expanded access to our system under this new proposal."

Currently, a family of four earning up to $55,500 per year qualifies for a 40% discount. Under the new proposal, a family of four earning up to $75,000 would qualify for a 50% discount.

The plan provides grants to nonprofits to get tickets to people in crisis and those experiencing homelessness. There's also a pilot program to get more young people on board.

"All youth aged 19 and under can ride the RTD system for free through the end of August of next year," said Sirois, "for a whole year."




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