The headline is shit, they're talking about Thunder Bay exclusively. But what I love about the strip clubs in Canada is they are fully nude. And the exchange rate. But I digress.

This comment thread is getting way off track. The way the trucking industry treats its workers is completely independent of whether those trucks are electric or petroleum powered. The question of whether fleets will replace their petroleum-powered trucks with electric powered trucks is strictly a matter of the economics of one versus the other, all other fixed costs/common considerations being equal. And large companies will be the movers in this space because their economies of scale make the risk proposition worthwhile.

When you speak of companies who "let off their externalities" onto others, I assume You're about the trucking companies that employee independent truckers who own or lease their own vehicles? Assuming I understand what you even talking about, that's not the model that works best for an emerging technology like this. I'm talking about massive logistics companies with their own fleets. They can afford to absorb the initial costs, and average out the effects of cost and risk over a large number of vehicles over a large amount of time with plenty of capital to cushion the shocks.

Not talking about a fuel truck, I'm talking about a semi tractor with side tanks full of diesel fuel for the tractor.

I'm pretty sure that a semi tractor with full tanks of diesel fuel is just about as dangerous. You can't put that fire out with water either, and in fact diesel fuel flows and floats, making it possibly even more dangerous than a lithium battery fire.

And in a world where major manufacturers choose to pay accident victim's families instead of recalling dangerous vehicles, you can be damn sure it's all about the money.

But that's outside my scope here.

Only thing that matters to big logistics companies that buy semi tractors, is over the aggregate, does it save money?

Also. I am not an electric truckologist, but I'm not sure that sitting for 4 hours doing nothing but heating/air conditioning the cabin or even running a refrigeration unit on the (presumably well insulated) payload would put a significant drain on a 500 mile battery. And this is a bit of an extreme situation, involving someone who went into the mountains unprepared for the possibility of sitting on a road for 4 hours.

Again with regard to my first comment above, we're not concerned about "black swans", if in the aggregate significant money is being saved on shipping.

I suppose they will bring out a generator 🤣

Well that's the beauty of regen. Any energy expended during acceleration can be largely recaptured during deceleration, especially if you have 80,000 lb driving the wheels that are driving the generator. the majority of energy that's lost is due to wind resistance and rolling resistance. It's a known fact that electric vehicles are more efficient in stop and go traffic than they are on sustained Highway driving. Which is exactly the opposite of an ICE vehicle. When a truck is going up a grade it is running at a lo enough speed so the drag ceases to be a significant issue. None of this was accounted for in that video that I quoted.

This particular youtuber is not a Tesla fan by any means, he wrote a highly skeptical article about electric versus gas energy efficiency.

But he made a whole bunch of assumptions here that he could have easily gotten more specific on, and left out some significant factors like brake regeneration.

This video has lots of problems, lots of assumptions, just look at the comments. But I'm pointing to the 82k weight limit assertion only.

This guy's YT video says the Semi has special permission to go to 82k pounds.

This guy's YT video says the Semi has special permission to go to 82k pounds.