Somewhere that extrapolation has gone a bit haywire. The 600kWh battery in the base Tesla semi currently in production has a weight of 3.55 T. Its loaded (standard semi GVM 43T) energy consumption is around 1.2 kWh/100km which gives it a range of about 500km. The Tesla semi has about 3 times the power of a average ICE truck so it would easily handle a B Double (or AB Triple) but obviously with slightly less range. It would be ideal for last mile deliveries around built up areas. Volvo, Scania and a number of other other truck manufacturers are also producing local delivery EV semis and body trucks in Europe and the USA.
The long range Tesla Semi will have a 1000kWh battery weighing 5.9T and over 800km of loaded range but that probably still won't cut it for the interstate drivers because despite 1000V architecture and specially built liquid cooled V4 megachargers it will still take 30 minutes to add 600km of range to a low battery. Tesla has ruled out battery swapping but obviously there would be no problem (apart from cost) to relay swapping prime movers along a regular route for a large freight company. Who knows, we may even see FSD semis self swapping trailers all the way around the worlds major freight routes in the future
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IMO Green Hydrogen is a pipe dream for economic road transport. The amount of power wasted to electrolyse water to hydrogen means that every other known means of power storage (pumped hydro, molten salt, compressed air, gravity storage and ALL forms of batteries) are far more efficient than Green Hydrogen. Green Hydrogens proponents say that conversion efficiency doesn't matter if the power is free, well it is never free, there is always a capital cost and even if it is incredibly cheap why not use it to do more than waste 2/3rds of it on hydrogens poor round trip efficiency.
