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Battery swapping could help electrify some U.S. truck operations, especially where a vehicle’s working day leaves little time for plug-in charging. But it depends on compatible trucks, well-used swap stations and a workable battery-ownership model. The evidence available does not establish swapping as a proven nationwide solution; for now, it is best understood as a possible complement to charging for selected fleets and routes.
How battery swapping works for trucks
A compatible electric truck arrives at a station and exchanges its depleted traction battery for a charged one. The exchange can be automated or handled manually. Instead of waiting for its own battery to charge, the truck can return to work with a charged pack, while the station charges the removed battery separately.
This is not just a different way to refuel. It requires vehicles designed to use the station’s battery system, a supply of charged packs, station equipment and an operator to manage the process. A swap is useful only if those pieces are available where and when a fleet needs them.
Where swapping could fit in U.S. trucking
The strongest potential case is an operation where vehicle utilization is high and charging downtime is difficult to fit into the schedule. Medium- and heavy-duty trucks with repeatable routes may be easier to serve than vehicles whose destinations and schedules change constantly. Even a long-haul route is not automatically a good fit: a fleet would need usable stations along its actual route, compatible vehicles and enough station capacity at the times its trucks arrive.
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The American Council for an Energy-Efficient Economy (ACEEE), in its February 2025 brief Battery Swapping for Truck Electrification in the United States, describes swapping as a possible option for some heavy-duty vehicle applications, including long-haul trucking. The brief does not establish that it works for every duty cycle or provide a complete U.S. comparison of operating costs and performance.
What U.S. activity has been reported
ACEEE’s February 2025 brief describes U.S. activity, but these examples should be read as deployments or pilots—not proof of broad availability, commercial scale or independently validated performance.
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- Ample: The brief reports use for last-mile delivery, rideshares and light-duty fleets. These examples are not evidence that a truck driver can rely on a broad U.S. network of swap stations.
- Revoy and Ryder: The brief reports a pilot on part of a Texas-to-Arkansas route. A pilot on a portion of a route does not establish continuous coverage across that corridor or performance at fleet scale.
ACEEE also relays company-listed swap times of four minutes for Janus Electric and under five minutes for Revoy. Those are company claims cited by the brief, not independently established timings for all swaps or operating conditions.
Swapping versus plug-in charging
Neither approach wins for every fleet. A useful comparison starts with the route, the time a truck can spend stopped, the stations it can reach and who pays for the batteries and infrastructure. ACEEE’s brief does not provide an apples-to-apples U.S. total-cost or uptime comparison, so the table describes trade-offs rather than declaring a universal winner.
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| Decision factor | Battery swapping | Plug-in charging |
|---|---|---|
| Time out of service | A truck may return to work after a battery exchange rather than waiting for its pack to charge. Actual turnaround depends on the station, vehicle and operation. | The truck remains connected while charging. Whether that disrupts work depends on whether charging can happen during scheduled stops or downtime. |
| Vehicle and station compatibility | The truck must be designed for the station’s battery system. Differences among vehicle and battery designs can limit which stations a fleet can use. | The vehicle and charger must be compatible, but a swap system adds the need for a shared removable-battery design and exchange equipment. |
| Route coverage and capacity | Stations need the right inventory and throughput at the places and times trucks need them. A route with no suitable station cannot use the swap model reliably. | Charging access must also match route and dwell time; a fleet may need charging at depots or along routes, depending on its operations. |
| Battery ownership and financing | A battery-as-a-service arrangement could separate battery ownership from the truck purchase, changing the buyer’s upfront cost and ongoing contract obligations. | The fleet generally needs a charging arrangement and a way to finance the vehicle battery; exact ownership terms depend on the vehicle and commercial agreement. |
| Charging management | A station operator can charge removed packs in batches and manage when they draw electricity, subject to the station’s power supply and operating needs. | Charging can be scheduled around vehicle use, but fleet charging needs still have to fit the available electrical connection and charging windows. |
Who might benefit from a battery-as-a-service model?
Separating battery ownership from the truck could lower a fleet’s initial vehicle purchase cost and shift battery management to a service provider. ACEEE’s February 2025 brief, citing ICCT studies published in 2022 and 2024, reports a potential reduction of up to 50% in upfront heavy-duty EV cost, depending on vehicle type. This is a cited potential, not a measured U.S. saving or a guarantee; the contract’s fees, battery-life terms, availability and responsibility for maintenance would determine the fleet’s actual economics.
Swapping may also let a vehicle carry a battery sized differently from one designed around a long charging stop, potentially avoiding an oversized onboard pack in some configurations. That advantage depends on vehicle design and on access to dependable stations. If stations are sparse or poorly utilized, the fleet may take on new logistical and financial risks instead of reducing them.
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What the evidence says about scale and costs
ACEEE’s brief cites CALSTART data to frame electric heavy-duty trucks as representing 4% of all zero-emission trucks in the United States at the time of the underlying 2024 source. The statistic describes the market context in that brief; it is not a current count of swap-capable trucks or stations.
China offers a precedent, but not a U.S. forecast. Citing ICCT analysis, ACEEE reports that swap-capable vehicles averaged 14% of zero-emission heavy-duty vehicles sold in China in 2023; the shares were 50% for zero-emission tractor-trailers and 53% for zero-emission dump trucks. Those figures describe China’s 2023 sales, not U.S. adoption. ACEEE also cites Chinese station capital-cost estimates of about $1 million to more than $1.5 million, based on studies published in 2022 and 2023. They are not U.S. station-cost estimates.
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The brief synthesizes literature and expert interviews; it is not a comprehensive U.S. field measurement. The sources it reviews do not establish current U.S. swap-station counts, measured U.S. emissions reductions attributable to swapping, comprehensive U.S. total-cost-of-ownership results or a reliable current count of active pilots. Those gaps make it difficult to judge how often swapping beats charging on cost, uptime or emissions in real U.S. truck operations.
What could prevent a swap network from working
- Incompatible designs: If trucks use different battery formats or exchange systems, one station may not serve the vehicles a fleet owns. Interoperability affects both route flexibility and the number of customers available to support a station.
- Station investment and utilization: Stations need equipment and charged-battery inventory. Their economics depend on enough compatible trucks using them, while fleets need enough station capacity and coverage to trust the network.
- Power and charging logistics: A station must recharge the packs it has exchanged. Batch charging gives its operator more control over timing, but it does not remove the need for electricity access or an adequate grid connection.
- Unproven operating economics: Fleets need evidence on uptime, battery life, service terms and total cost for the specific routes they run. A short swap time alone does not answer those questions.
- Trust and familiarity: Fleets must be comfortable with the battery, station and service arrangement, particularly if they do not own the pack or control its maintenance.
How U.S. policy and battery research relate to swapping
U.S. infrastructure planning and battery research can affect the choices available to fleets, but the official sources reviewed do not establish a dedicated battery-swapping target. California’s Energy Commission published its 2024 Zero-Emission Vehicle Infrastructure Plan: Deployment Strategy 2025 to 2030 in January 2025. It addresses infrastructure for light-duty vehicles and medium- and heavy-duty trucks and buses, with charging and hydrogen infrastructure as deployment priorities; it is not evidence of a state target for swapping.
The U.S. Department of Energy’s Transportation Technologies Office lists research aims of reducing battery-pack cost below $75 per kilowatt-hour by 2030 while maintaining at least 300 miles of range, and reducing charge time below 15 minutes. These are program goals, not achieved results or swapping targets. If charging becomes faster and less expensive, it could alter the case for swapping; the goals themselves do not establish which approach will be cheaper or better for a particular fleet.
Quick Recap
What a fleet should check before choosing a swap model
- Map actual routes and dwell times. Identify where trucks stop, how long they can remain there and whether a swap would solve a real scheduling problem.
- Confirm station access and compatibility. Verify that the specific trucks can use the stations on those routes, and check station hours, capacity, inventory and contingency plans for outages.
- Compare complete operating costs. Include vehicle price, battery-service fees, station access, electricity, maintenance, battery-life terms and the cost of delays or backup vehicles. Do not treat a potential reduction in upfront cost as a total-cost result.
- Review the service and ownership contract. Establish who owns and maintains the pack, who is responsible for its condition and availability, and what happens if a station or battery is unavailable.
- Ask for route-specific operating evidence. Look for uptime, throughput and cost data from a comparable vehicle and duty cycle, rather than relying on a stated exchange time or a pilot announcement alone.
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