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A fast (level 3) charger can recharge a 120 mile truck battery in 1-2hrs today and potentially less than an hour in the future.

A Tesla Model X (5000lbs/2500kg) pulling a 5000lbs trailer uses about 700Wh/mi. If you assume 1kWh/mi for a small delivery truck, you'll need a 120KWh battery.

ChaDeMo chargers are ~62.5KW, Tesla Superchargers are ~135KW and future level 3 chargers could go up to 300KW.

> 1-2hrs

So 12.5-25% of an 8hr shift. I would guess that would be unacceptably long for a large number of transport operators.

Trucks do not work 24 hour shifts, they sit parked while their drivers are clocked out. Truck drivers are limited to 11 hour shifts and must take a 30 minute break after the first 8 hours. So an electric truck that can be recharged in 30 minutes only needs to last for 8 hours to be a drop-in replacement for a diesel truck. And nobody said they have to be a drop-in replacement — it is entirely possible that savings on fuel will make up for whatever productivity is lost stopping to charge.

All that said, I don't think electric semis make much sense for long-haul trucking. That market would be much better served by electric trains. What does make sense is using smaller electric trucks and vans for local deliveries and waste pickup.

> That market would be much better served by electric trains

It would be, except for how difficult (right of way) and expensive it is to expand the rail network, and the extra work in moving between modes (since the last mile will be truck anyway).

Adding pantographs or inductive or something to for trucks to use on existing highways would be a lot cheaper and quicker to scale up than expanding rail.

> only needs to last for 8 hours

I'm sure plenty of trucks drive more than 120 miles in 8hrs.

Trucks in general, sure. Urban delivery trucks, probably much less frequently, since they are traveling pretty slowly and making frequent stops. If you were driving around Manhattan non-stop for an entire 8 hour shift at the average speed for vehicles in Manhattan, you would only make it 68 miles.

I'm sure there are scenarios where the limited range would be ok, just as I'm sure there are those where it would be unacceptable. I don't know enough about supply logistics to say what percentage of trips taken by different size classes of trucks have a range that would fit the capability. I just wanted to suggest that overall the limited range also limits the value proposition of the vehicle, just like for electric passenger cars. Diesel semis get around 6 miles per gallon, versus around 30 for cars, this suggests to me that the trucking application is even more sensitive to limited ranges than passenger cars.

Aren't these mostly for domestic (or at least local) deliveries? I suspect they are currently delivering in only 1-2 8-hr shifts.

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