I second Tennessee's notion. I just reviewed the LD Bailey 'white paper', and whether it was or not, it definitely read like it was written as an intentional advocacy for IC truck suppliers.

While there are several questionable points of data (maintenance costs, battery washer costs, etc, battery life cycle), the most inaccurate cost I saw was, indeed, the per hour kWh cost of the battery driven truck (I will give them a pass on the LPG tank costs, assuming a bit of a dated evaluation).

LD Bailey correctly indicated that they measured consumption from a less efficient system, versus that which is on the market today, but to claim (if I understand that claim correctly), that an electric truck uses over 23 kWh per hour is not accurate (for example, I would like to see what else is going on during the high peak times, for example). A typical 5k capacity electric forklift battery may have approximately a 40 kWh capacity. At full discharge, one must return 32 kWh back to that battery, given a 'full discharge' being equivalent to an 80% discharge (80% - or 32 kWh). Assuming from the study 6 hours of use per cycle, that would mean that it takes 141 kWh of electricity to return 32 kWh back to the battery, or something like a 23% level of efficiency (almost 80% of the input electricity is lost during the charge. Even in the least efficient charging systems from days past, that is way off base.

Don't get me wrong, I have seen several 'studies' that just give an equivalent transfer charging cost equation (if I need to return 32 kWh to my battery, it must cost 32 kWh to do so, or at 8.8 cents per kWh, or about $2.82). That is definitely not a fair assessment, either. There are going to be losses during a charge, even with the most efficient systems. However, the efficiency will still be over 50%.

Anyway, that's enough on that from me.