EVS in the winter pose challenge

Costs, lower ranges spur race for solutions

TOK, Alaska — Alaska’s rugged and frigid interior, where it can get as cold as minus 50 degrees, is not the place you would expect to find an electric school bus.

But here is Bus No. 50, with a cartoon horse decal on its side, quietly traversing about 40 miles of snowy and icy roads each day in Tok, shuttling students to school not far from the Canadian border.

It works OK on the daily route. But cold temperatures rob electric vehicle batteries of traveling range, so No. 50 can’t go on longer field trips, or to Anchorage or Fairbanks.

It’s a problem that some owners of electric passenger vehicles and transit officials are finding in cold climates worldwide. At 20 degrees, electric vehicles just don’t go as far as they do at the ideal 70 degrees. Part of it is that keeping passengers warm using traditional technology drains the battery.

So longer trips can be difficult in the coldest weather. Transit authorities such as Chicago’s, which has pledged to convert its whole bus fleet to electricity by 2040, have to take extraordinary steps to keep electric buses charged and on schedule.

Some automakers and drivers fear lower battery range in the cold could limit acceptance of electric cars, trucks and buses, at a time when emissions from transportation must go down to address climate change.

There is hope. Scientists are racing to perfect new battery chemistries that don’t lose as much energy in cold weather as today’s lithium-ion systems.

Also, cars equipped with efficient heat pumps don’t lose as much range in the cold.

“It is a problem to have batteries in cold weather, and we have a pretty cold climate, one of the coldest in North America,” said Stretch Blackard, owner of Tok Transportation, which contracts with the local schools.

When the temperature hits zero, his cost to run Tok’s electric bus doubles. Tok has among the highest electricity prices in the nation.

In the coldest weather, 0 down to minus 10, the electric bus costs roughly $1.15 per mile, versus 40 cents per mile for a diesel bus, Blackard said. The cost of the electric bus drops to about 90 cents a mile when it’s warm, but he says the costs make it unworkable and he wouldn’t buy another one.

Many owners of personal electric vehicles also are finding that long-distance wintertime travel can be hard. EVS can lose anywhere from 10 percent to 36 percent of their range as cold spells come at least a few times each winter in many states.

Mark Gendregske of Alger, Michigan, said it starts to get serious when temperatures drop to the 10-20 range. “I see typically more than 20 percent degradation in range as well as charging time,” he said while recharging his Kia EV6 in a shopping center parking lot near Ypsilanti, Michigan. “I go from about 250 miles of range to about 200.”

Gendregske, an engineer for an auto parts maker, knew the range would drop, so he said with planning, the Kia EV still gets him where he needs to go, even with a long commute.

Some owners, though, didn’t anticipate such a big decline in the winter. Rushit Bhimani, who lives in a northern suburb of Detroit, said he sees about 30 percent lower range in his Tesla Model Y when the weather gets cold.

Mark Thiessen The Associated Press Stretch Blackard, owner of Tok Transportation, with an electric school bus Feb. 2 in Tok, Alaska. When the temperature hits zero, his cost to run Tok’s electric bus doubles.