In this work, we perform a costing and emission analysis of long-haul battery electric trucks (BETs) with overnight charging for the U.S. market. Our analysis uses a real-world 600mile drive cycle to obtain the power demand and perform system sizing. We consider the Lithium-Iron-Phosphate (LFP) and Nickel-Manganese-Cobalt (NMC) battery chemistries which vary in energy density, cost, efficiency, and lifetime. We present the results for a base case scenario, with additional case studies provided here and in supplementary information. Our analysis shows that LFP is the preferable chemistry primarily due to its longer lifetime. For the present-day scenario, BETs require batteries with an energy capacity of ∼ 2.28 MWh and have a fuel consumption of 3.2 kWh/mile (1.99 kWh/km). With projected long-term battery pack energy densities, these values decrease to 2.16 MWh and 3.03 kWh/mile (1.88 kWh/km), respectively. The battery weight using the LFP chemistry is 29627 lbs (13439 kg) for the present-day scenario, significantly reducing the maximum payload. We compute the payload penalty due to heavy batteries using a fleet-replacement model and payload distribution of class 8 trucks. This results in a payload penalty factor of 1.27, i.e., today 27% more BETs would be required to deliver the same cargo as a diesel fleet. This large penalty is projected to reduce with time as battery energy density increases.