The results for the payload penalty calculations, using α = 1 in Eq.( ), are shown in Tables and. The large batteries required for BETs weigh 37% and 25% of the total truck mass given the current energy density of LFP and NMC, respectively. Therefore, a single BET has a lower cargo capacity compared to diesel. We use the fleet replacement method for a fair comparison between powertrains, wherein we ensure equal fleet cargo capacity, using the payload mass distribution reported by VIUS. As shown in Table and 8, the payload penalty factor for LFP and NMC in the present scenario is 1.27 and 1.06, respectively. A value of 1.27 indicates that we need 27% more BETs compared to the diesel fleet. We see that the payload penalty factor for NMC is lower than LFP which is expected based on the higher battery pack energy densities leading to lower battery weights. The payload penalty factor is forecasted to decrease rapidly as battery energy densities improve and is expected to reach one-to-one equivalence in the long-term NMC scenario.