Johannes Ariens, CEO of zero-emission commercial vehicle dealer group Range Zero Emissions, said the industry and incentive programs are overly focused on Class 7 and 8 heavy trucks, while Class 4-6 medium-duty trucks are the ones ready for electrification today. He argues small fleets should be prioritized for policy support.
What Happened
In an interview with FreightWaves, Ariens said the industry is trying to skip a natural step in electrification. Most commercial truck users operate medium-duty trucks, he said, and many can charge them using the power a small business already has. If a business has enough power for a washing machine and an air compressor, it can install two Level 2 chargers and charge overnight to cover daily routes of less than 150 miles, he said.
Ariens noted that Class 8 semis cannot be charged on Level 2 chargers, and megawatt charging infrastructure is still years away from widespread availability. Tesla officially opened its Semi factory in Sparks, Nevada, on Sept. 24 and expects more than 30 Megawatt Charging System stations by the end of the year, but broad coverage remains distant.
Medium-duty trucks already have major buyers. Ariens cited FedEx, Rivian and Amazon. In September, FedEx ordered 2,000 all-electric trucks from Harbinger, one of the brands Range distributes.
Background
The U.S. trucking industry is dominated by small fleets. Of nearly 580,000 active U.S. motor carriers, 91.5% operate 10 or fewer trucks, according to American Trucking Associations data based on U.S. Department of Transportation figures as of June 2025. Ariens wants more voucher money directed to these small businesses and higher incentive amounts for Class 4-6 trucks.
California and Washington run the largest medium- and heavy-duty commercial incentive programs in the U.S. California's Clean Truck and Bus Voucher Incentive Project has delivered more than $1 billion since 2009. In May, the state added the California Clean Fuel Reward, a rebate for electric medium- and heavy-duty trucks with $250 million available this year and more than $1 billion expected through 2030. Washington launched its Zero-Emission Incentive Program on April 29 with $112 million in vouchers. Ariens said these are continuous, recycled funding streams usually from carbon tax credits, not one-shot programs.
Impact on Shippers
For Chinese cross-border e-commerce sellers and exporters shipping to the U.S., the pace of electric truck adoption in inland transport will indirectly affect last-mile truck delivery costs and transit times. Medium-duty electrification could gradually improve capacity for regional distribution and short-haul pickup, but diesel trucks will remain dominant in the near term, and shippers should not expect freight rates to fall immediately due to electrification.
On customs and compliance, electric trucks themselves do not change tariff or clearance procedures. However, if shippers use overseas warehouses for regional distribution, and partner fleets gradually switch to electric medium-duty trucks, pickup windows and charging schedules may require adjustment, so shippers should confirm with last-mile providers in advance.
Recommendations
Shippers should monitor fleet updates among U.S. last-mile trucking providers, specify pickup timelines and exception-handling mechanisms in contracts, allow buffer time for time-sensitive cargo, and keep tracking state-level zero-emission commercial vehicle incentive announcements, subject to the latest official notices.