Heavy duty electric trucks is the future!

Not ready for prime time. A long distance trucker can go 700 miles a day. Stopping for a several hour charge every couple of hundred miles ain't going to cut it. Imagine the a massive charging station for one eighteen wheeler let alone a hundred waiting to charge up. This isn't charging up a Chevy Bolt. Leftards can't do math. But they don't care, they just pass a law and then say make it so or you will be fined out of business.

https://www.caranddriver.com/reviews/a43602746/2023-winnebago-erv2-prototype-drive/

EV Camping in Winnebago's eRV2: Cozy Cabin but Constrained Range
The prototype electric camper van features a clever and well-appointed interior, but the eRV2 struggled to deliver even 100 miles of range.

Rain pelted my face and the wind whipped through my jacket as I crouched on the frozen soil next to the Winnebago eRV2. The electric camper-van prototype was my home for the night at the Portage Lake State Campground in Michigan's Waterloo Recreation Area, and the vehicle had just informed me that the 15.0-kWh "house" battery—which powers accessories such as the interior lighting, climate control, and refrigerator—had stopped charging. The system predicted that if I continued consuming energy at the current rate, the battery would be dead by the early morning.

As I crawled around in the dark, checking the connections to the electrical hookup, my neighbor told me the power was out across the entire campsite. This was a problem. While other campers began using their gas-powered tow vehicles to run their appliances, I had no such luxury. The eRV2—which follows the 2022 e-RV concept and previews a production electric RV—is based on the Ford E-Transit and uses that vehicle's stock 68.0-kWh battery.

Range Constraints
While the chassis battery can transfer juice to the so-called house battery, the trip out to the campsite made me hesitant to sacrifice precious driving miles. Even sticking to 60 mph in the right lane, I still drained nearly half of the charge on the approximately 40-mile trip to the campsite. Ford quotes a 108-mile range for the high-roof E-Transit, and Winnebago says its testing revealed an average range of 120 miles. But the eRV2 traveled just 70 miles at 70 mph—we couldn't do our standard highway test at 75 mph as the Winnebago tops out at 74 mph—and the dashboard readout never displayed more than 90 miles during our time with the vehicle, possibly due in part to the cold weather.

Range Constraints
While the chassis battery can transfer juice to the so-called house battery, the trip out to the campsite made me hesitant to sacrifice precious driving miles. Even sticking to 60 mph in the right lane, I still drained nearly half of the charge on the approximately 40-mile trip to the campsite. Ford quotes a 108-mile range for the high-roof E-Transit, and Winnebago says its testing revealed an average range of 120 miles. But the eRV2 traveled just 70 miles at 70 mph—we couldn't do our standard highway test at 75 mph as the Winnebago tops out at 74 mph—and the dashboard readout never displayed more than 90 miles during our time with the vehicle, possibly due in part to the cold weather.

Sledog said:

Talked to a vent who works at spokane transportation. They can't use their electric school busses because they take so long to charge and have such short range. When they asked Avista about installing more chargers for a fleet and advisers said they need to pay for all new power lines and a substation at an enormous cost. Then they didn't know if they could supply enough electricity.

We are at the point where our transportation employees have no actual experience with common sense transportation solutions. I'm not an engineer and I understand the extreme limits associated with EVs including costs, reliability, range, cost of charging stations and associated power limitations along with the massive environmental devastation associated with the mining and manufacturing of the batteries and associated hundreds of billions if not trillions of dollars of grid construction for the charging stations and electricity. I mean how hard is it to figure out how many kilowatts/megawatts do you need to charge your fleet. That's just basic math and the failed.

Only way it works is if they invent a battery swapping mechanism