
Zero-emission vehicles (ZEVs) like battery electric vehicles (BEVs) and hydrogen fuel cell electric vehicles (FCEVs) are starting to make their way into Canada’s Class 8 long-haul sector, but they’re not ready to replace diesel trucks just yet, according to a new decarbonization report by Pollution Probe, in collaboration with Delphi and Mobility Futures Lab.
While current ZEV models for both BEV and FCEV Class 8 trucks face significant range and payload limitations when compared to diesel internal combustion engine vehicles, the report also found that the cost of ZEVs is unlikely to match diesel trucks until the next decade, unless technology improves faster or stronger policies are introduced to close the gap.

And while ZEVs demonstrate strong potential for some of the current, specific applications — particularly in LTL and regional operations — both technologies show promise for future improvement in TL, long-haul applications with continued research and development investments by OEMs. The report suggests that for BEVs, advancements in battery energy density, new battery chemistries, and road load technologies could extend their range and operational capabilities. Meanwhile, for FCEVs, enhancing materials and fuel cell durability will be critical to overcoming current barriers.
Range anxiety
Diesel trucks have long been the king of long-haul transportation, with ranges of up to 1,600 km per tank and the ability to carry heavier payloads. Right now, BEVs and FCEVs can’t compete at that level.
BEVs, for example, average 350 km per charge, making them suitable primarily for regional operations. While FCEVs offer longer ranges of approximately 680 km, they still fall short of diesel benchmarks.

Advancements in battery technology and the deployment of megawatt fast-charging stations are crucial for mitigating issues related to range limitations and decreased payload, according to the report. Without significant investment in infrastructure, neither BEVs nor FCEVs can fully replace diesel trucks in long-haul operations, Pollution Probe said in a report.
Infrastructure investments, development
The high-power demands of long-haul BEVs require megawatt charging systems (MCS) capable of delivering 3.75 MW of power. Currently in its development phase, these MCS systems are expected to become operational in the coming years.
However, deploying them across Canada will require substantial upgrades to the electrical grid, particularly in remote areas. For example, National Grid, a U.S. electric and gas utility, sees the potential for a large truck charging stops needing as much power as a small town, the report said.

Meanwhile, FCEVs will require a different set of infrastructure investments, including hydrogen production facilities, distribution pipelines, and refueling stations.
The biggest challenge in supporting hydrogen vehicles is ensuring enough hydrogen is available. While it can be produced in different ways, the trucking sector’s shift to cleaner energy will rely on scaling up green hydrogen production. This type of hydrogen — made through a process called electrolysis — is more expensive but critical for reducing emissions. Meeting these needs will require significant investment in hydrogen production facilities, renewable energy sources, and electrolysis sites, the report reads.

Policies and collaboration needed
The report stressed the importance of robust policies to accelerate ZEV adoption. Tailpipe emissions regulations, sales mandates, and financial incentives for demonstration projects were identified as key drivers for closing the cost gap between ZEVs and ICE trucks.
Incentives such as subsidies for ZEV purchases and investments in charging and refueling infrastructure can help reduce the high upfront costs associated with these technologies. The report also calls for increased funding for real-world testing and pilot projects to validate the performance and reliability of ZEVs in Canadian conditions.

Despite the challenges, the report highlighted several benefits for fleet operators to engage in the transition to ZEVs. Participation in various pilots and testing projects can provide valuable insights into these technologies’ operational capabilities and limitations. Early adopters may also benefit from government incentives and the potential for long-term cost savings as technology matures. Fleet operators are also encouraged to collaborate with policymakers, utilities, and hydrogen producers to align infrastructure development with industry needs.
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