adiggs
Well-Known Member
I disagreed, but only because you're overstating the receptiveness to change. Radial tires were a major exception, a transformational technology that actually required minimal change in behavior. BEV does require major behavioral change, but the more serious impediment is the technological adaptability of truck drivers. Of course, large corporate fleets that are run by technology-receptive operators will lead the way. The Walmart, Amazon, and others will lead most traditional common carrier types. Still, the driver learning curve is a large impediment.
Even with aircraft, legions of highly trained pilots resisted 'glass cockpits' and Fly-by-wire so virulently that they actually cost Boeing at least a decade. How much less adaptable will be truck operators. No, they aren't the decision makers, but they can slow the rate of change.
I figure that the early adoption is a mixture of drayage and defined and shorter routes where the vehicles can be charged at their base of operations where it parks daily (nightly).
That's a slice of the total market, and yet I think a big enough slice to keep manufacturers building trucks for a few years trying to satisfy this demand. That demand is dependent on the fuel cost and consistency being enough lower that not transitioning will be a major factor in the cost of transportation (and I think that it will be - about .20 / mile fuel cost vs. about .50 / mile fuel cost).
The long haul, owner - operators, and other more general use cases will need longer to develop. Primarily due to the need for somebody to build out a significant charging network that can be relied on. I trust Tesla to build that network, but this network is going to be more difficult to build - partly due to the power draw, and also due to the restrictions on where these can be placed (truck stops) due to the rest of the services for drivers and setup they need for handling tractor + trailers (a supercharger in a restaurant or hotel parking lost just won't work for these charger locations).