Current operational realities of heavy-duty diesel trucking on the I-10 corridor are highly compatible with existing battery-electric vehicle (BEV) capabilities, a new analysis from the Smart Freight Centre (SFC), Altitude by Geotab, and Terawatt Infrastructure reveals.
The report — which examined anonymized telematics data from more than 72,000 heavy-duty trucks over one year — found that 62% of driving legs along the I-10 corridor are less than 200 miles (322 km), a range manageable by most mid-range electric trucks.
Meanwhile, 82% fall under the 400-mile (644-km) category, within reach of long-range models. Only about 18% of driving legs exceed 400 miles (644 km), representing a more challenging longhaul segment that may require future technological advancements.
The analysis also showed that charging could be integrated into existing schedules without significant disruption, since longer driving legs are naturally followed by longer stops. Median stop durations for trips more than 300 miles (483 km) exceed 90 minutes, and 30% of all stops along the corridor last more than 10 hours, allowing time for recharging during rest periods.
Electrifying just the driving legs of less than 200 miles (32 km), which account for roughly 21% of the total miles driven on or around the I-10, could save more than 138 million gallons of diesel fuel and prevent 9.9 million metric tons of greenhouse gas emissions, the report finds.
“By grounding our strategy in the reality of truck driving and stopping behavior, infrastructure investments can be targeted where they will have the greatest impact, making the transition to zero-emission freight a practical reality,” said Charlotte Argue, senior manager, sustainable mobility at Geotab.
Local travel patterns
The study also analyzed truck travel behavior around specific high-powered charging hubs that are being developed along the I-10 corridor, including Terawatt’s network between Los Angeles and El Paso. These sites, spaced roughly 150 miles (240 km) apart, enabled researchers to examine local operations rather than relying solely on corridor-wide averages.
The analysis found that travel distances remain well within the range of current electric truck capabilities. Trucks operating near Palm Springs and Phoenix recorded the shortest average trip distances, with 78% and 80% of driving legs of less than 200 miles (320 km), respectively.
Even at the corridor’s longer leg — such as Lordsburg and Rialto — the data showed that 87% of trips remained less than 400 miles (640 km), reinforcing that most regional movements can be supported by today’s long-range BEV models.
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