I. Introduction
One of the major frontiers for transportation emission reduction is the electrification of heavy-duty trucks. Due to the higher energy requirement of these vehicles compared to passenger cars, the capabilities of battery electric trucks (BET) have long been questioned. With the recent advances in battery technology, and in electric vehicles (EV) in general, longer-range EVs are becoming more mainstream. Ever-faster charging is also becoming available. However, even though battery electric class-8 trucks are currently available commercially [1], and more are poised to enter the market in the near future [2], concerns regarding the range and charging requirements of heavy-duty BETs still remain. Such concerns are valid for long-haul applications, but shorter-distance operations such as drayage appear suitable for BETs in the current market with advertised ranges of longer than 250 miles (e.g., [1]). Drayage is defined as the activity of transporting containers and bulk in-between ports, intermodal railyards, and near-by warehouses by heavy-duty trucks [3]. Drayage trucks typically work out of a base, return to the base at least once per day, have limited daily mileage, and spend large portions of driving time in transient modes or creeping. These are all prime characteristics that make drayage trucks suitable for electrification, as the frequent base visits can be used for charging, the limited mileage addresses electric range anxiety, and the frequent braking and slow-speed movement favor BETs over diesel trucks by providing regeneration and reduced energy consumption. Moreover, in Southern California, drayage truck activities primarily take place near minority and low-income communities, raising environmental justice concerns [4]. Therefore, at least on paper, BETs have a strong case to replace the diesel trucks in drayage fleets.