Pure Electric Trucks Demonstrate Long-Haul Potential: Analysis of NACFE's 'Messy Middle' Real-World Test Report

During a demonstration run last September, a Windrose sleeper truck equipped with Joyride Logistics accumulated over 400 miles over multiple days and completed an 875-mile long-haul trip through strategically planned charging points.

The vehicle was one of several battery-electric tractors in the North American Council for Freight Efficiency (NACFE) "Run on Less – Messy Middle" event, which aimed to evaluate the real-world performance of vehicles with different powertrains, including diesel.

NACFE noted in its report: "Battery-electric vehicles are now suitable for port transportation, many regional delivery routes, and emerging applications in long-haul corridors where terrain and infrastructure are appropriate." The report also emphasized that long-haul operations require ultra-high-power charging facilities every 200 to 300 miles along freight corridors.

According to an operational report released by NACFE in March, Joyride's tractor-trailer demonstrated how carriers can use regenerative braking, high-power DC fast charging, and partial charging strategies to transport goods across five states, from California to Texas. The vehicle's payload ranged from approximately 40,000 pounds to nearly 82,000 pounds, ultimately achieving an average of 409 miles per active day.

Kemal Balihodzic, Executive Vice President of JoyRide Logistics, told Trucking Dive: "Our electric fleet is still in the testing phase; we don't want to overpromise."

Among the company's 250 power units, battery-electric vehicles account for less than 10%. Although the company intends to expand this share, scaling up depends on dedicated contracts and commitments with shippers.

Cost Analysis

Key factors driving up the total cost of ownership for battery-electric vehicles include the vehicle price itself and insufficient infrastructure.

Currently, battery-electric trucks carry a significant price premium, but this may change in the future. As of last year, battery-electric vehicles cost about 2.5 times more than diesel trucks, but according to NACFE's total cost of ownership report released in April, this multiple could drop below 2 times by 2028. By 2035, battery-electric vehicles may even cost less than traditional diesel trucks.

The report states: "Battery-electric vehicle costs are falling sharply, from approximately $425,000 today to an estimated $300,000 by 2028, and then to below $230,000 by 2035. This is due not only to lower battery pack costs but also to a shift in manufacturing strategies." The report added that OEMs such as Tesla and Windrose are driving equipment standardization, thereby reducing costs.

More expensive battery-electric vehicles are only part of the cost analysis. Other factors, including residual value, infrastructure costs (including public charging usage), and more, are factored into the cost per mile. Additionally, NACFE expects Chinese-made vehicles to enter the U.S. market by 2035.

Balihodzic said: "I think there's still a long way to go. Diesel still has a clear advantage because you can cover long distances, refuel more easily, have longer range, and better infrastructure."

Hours-of-service regulations can also pose a barrier, especially when charging takes 45 minutes. To comply with federal driver regulations, the company used mobile charging stations in parking lots.

Balihodzic said that changing this situation would require large-scale investment in infrastructure. He added that the company is still waiting for the Tesla Semi it ordered in 2017.

The Arizona-based carrier gets half of its business from Amazon, and Balihodzic said JoyRide aims to operate 300 trucks by the end of this year.

Performance Evaluation

Although manufacturers can list equipment range capabilities, the demonstration runs aimed to measure how fleets actually perform under real-world conditions.

NACFE said in its operational report: "These were not controlled demonstration runs on carefully selected routes. Drivers transported commercial freight on normal schedules, encountered real traffic and weather, payloads ranged from approximately 38,000 pounds to over 80,000 pounds, and charging occurred when infrastructure and operational dwell time allowed, not under ideal conditions."

The NACFE report found that these real-world conditions often led to discrepancies between advertised range and actual performance.

Route planning was common among the fleets in the study. 4Gen Logistics charged during port queues, dwell times, and shift changes. Saia had two Tesla Semis in the demonstration, showcasing regional and long-haul LTL applications, and on its shorter routes, charging resembled diesel detours, NACFE noted. In such cases, "charging was largely absorbed into existing dwell times at docks and facilities," the report said.

The demonstration routes also avoided sustained mountain passes, with only minimal exposure to grades of 6% or more.

Matt Copot, Vice President of Fleet Management at Saia, said in the report that the carrier evaluates "what makes sense from a business case perspective, where the technology exists, how we can leverage these technologies, especially emerging ones, and how to help customers reduce miles and increase utilization."

NACFE noted that the most successful deployments involved "flat to rolling terrain, return-to-base or corridor operations, moderate daily mileage, cube-limited freight, and access to depot and corridor fast charging. Under these conditions, battery-electric vehicles operate as working assets, not demonstration trucks."

The report also concluded that battery-electric truck technology is at an inflection point.

The report states: "Battery-electric trucks have moved beyond the demonstration phase for regional applications and are entering viable long-haul service on selected corridors. However, terrain sensitivity and infrastructure dependence require corridor-specific validation."