The details of this framework are discussed in Section 2. First, we compute the fuel economies and battery sizes using the physics-based vehicle model and the recently published second-by-second drive cycle for class 8 long-haul trucks developed by Jones et al. with realworld driving data as detailed in Section 2.1. Next, in Section 2.2, we discuss our fleet-based payload penalty model to compute payload losses using the freight distribution data from the Vehicle Inventory and Use Survey (VIUS). In Section 2.3 we compare different battery chemistries suitable for long-haul applications and justify our choice of Nickel Manganese Cobalt (NMC) and Lithium Iron Phosphate (LFP) for a detailed study. In this section, we also present the important battery parameters used in our framework. Next, we describe our method to calculate well-to-wheel (WtW) emissions using the grid carbon intensity and emissions associated with battery manufacturing in section 2.4. Finally, in Section 2.5, we discuss methods to compute capital, operating, and the TCO for BETs. This section also includes our adapted method from Muratori et al. in conjunction with utility prices reported in the literature and demand scenarios to compute retail high-power electricity prices. In Section 3, we present our TCO and emission results for the chosen baseline scenarios for NMC and LFP batteries across present-day (2023), midterm (2035), and longterm (2050) timeframes. We also identify key cost drivers and discuss the major pain points for long-haul BETs to guide future work. Section 4 is dedicated to case studies exploring possibilities for BETs to achieve cost-parity with diesel. Finally, in Section 5, we summarize conclusions and future work.