Why Electric Trucks Keep Coming Up - And Why They’re Still Hard to Roll Out
Published on the 27 March 2026
Here’s something many people don’t realise: almost every drop of diesel powering Australia’s trucks comes from overseas. In fact, around 85 to 90 per cent of our diesel is imported (approx. 29 billion litres of diesel annually). That means when global supply chains are disrupted or fuel prices spike, the Australia’s freight industry feels it immediately.
And right now, it’s feeling it hard!
With diesel prices pushing close to $2.70 a litre, conversations about electric trucks are getting louder.
On ABC Central Coast Radio recently, Central Coast Electric Truck Company, Janus, and Lex Forsyth spoke about the push to move away from diesel and what that could look like for freight operators.
One big question came up straight away: if retrofitting a truck can cost more than $100,000, is switching to electric really realistic?
To unpack that, ABC Central Coast reporter Sarah Forster spoke with Dr Elnaz Irannezhad, Senior Lecturer in Transport Engineering at UNSW. Her short answer? Yes, it’s possible — but don’t expect it to happen quickly.
“The transition is definitely feasible,” Dr Irannezhad said, “but in Australia, it’s going to be slower than expected because we face so many barriers.”
So, what’s getting in the way?
The first issue is surprisingly basic: there just aren’t many electric trucks available, especially for heavy freight.
“The lack of battery‑electric truck options really limits choice for the freight industry,” Dr Irannezhad explained. Add to that the high upfront purchase prices, and many operators are already hesitant.
But the biggest problem isn’t technology or cost — it’s regulation.
When batteries meet the rulebook
Under Australia’s National Heavy Vehicle Law (HVNL), there are strict limits on how much weight a truck can legally carry — particularly on the steer axle.
Here’s where electric trucks run into trouble.
Battery packs are heavy. Current electric truck designs can carry up to eight battery packs, and each one weighs around 500 to 570 kilograms. That adds four to four-and-a-half tonnes to the truck before you even load any freight.
To stay legal, operators would need to carry four tonnes less cargo.
“And from a productivity standpoint,” Dr Irannezhad said, “that’s a big issue.”
Less freight per trip means higher costs, more trips, and weaker business cases — which doesn’t exactly encourage rapid change.
Australia’s freight sweet spot — and why electric trucks don’t fit yet
Australia relies heavily on high-productivity vehicles like B‑doubles and A‑doubles — one driver, two trailers, moving large loads efficiently.
“They’re popular because they make economic sense,” Dr Irannezhad said.
The problem? There are very few electric models suitable for these configurations, and even if they did exist, current mass limits would still apply.
Once you factor in the batteries, total vehicle weight can jump by up to nine tonnes, pushing trucks well past the 45‑tonne limit for six‑axle combinations.
“So even if electric trucks are technically available,” she explained, “the regulations are basically prohibiting the transition.”
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What happens next depends on diesel
The discussion also turned to fuel prices and global politics.
If tensions in the Middle East ease and major shipping routes like the Strait of Hormuz remain open, diesel prices could fall back to around $1.70 a litre — and momentum for change might stall again.
But if prices stay high, or supplies tighten?
“That’s when electric trucks start to look more feasible,” one commentator noted.
The risk, Dr Irannezhad suggests, is waiting too long.
The bottom line
Electric trucks aren’t a pipe dream — but in Australia, they’re running into rules designed for diesel trucks in a battery-powered world.
Without changes to axle weight limits and mass regulations, the transition will continue to crawl, even as fuel prices rise and energy security becomes more uncertain.
As this debate shows, the question isn’t just about technology — it’s about whether policy can keep up with reality.
ABC Central Coast interview
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Because every drop of fuel that comes in to fuel those trucks comes from overseas.
Pretty much, yeah. 85 to 90% of our diesel is imported into this country. That's the reality of it.
Central Coast Electric Truck Company, Janus, and Lex Forsyth there about moving from diesel trucks to electric ones. We heard retrofitting could cost over $100,000, so how feasible would the transition be? Here's Dr Elnaz Ranazad, Senior Lecturer in Transport Engineering at the School of Civil and Environmental Engineering at the University of New South Wales, speaking with ABC Central Coast reporter Sarah Forster with her predictions on the future of road transport.
Well, transition definitely is feasible and possible, but there would be some delay in Australia considering so many barriers. that we face. So it's going to be actually slower than expected. That's my prediction.
What are some of the barriers?
Well, the main one I would say is the truck vehicle availability, the battery electric truck availability. that actually restricts the choices among the freight industry, also the very high purchase price, and of course, regulatory roadblocks that we have in Australia. So I can expand on the regulatory roadblocks that I think would be necessary to basically to be ditched. Otherwise, it's going to be basically kind of hindering the process of transition.
So if we can dig into those regulatory roadblocks, what sort of things would have to change?
Well, based on the Australian National Heavy Vehicle... law, there are some restrictions on the steer axle weight. So currently, Astra's heavy vehicle national law limits prime movers steer axle to 6.5 tons and the combination of prime mover also trailed up to 15 tonne. And of course, also we have a truck with limit to 2.5, but the main regulatory barrier is that basically the steer axle limitation. And considering that trucks, they may have up to, at least the existing models, they have up to eight packs of battery, and each battery weighs about 500 kilos up to 570 kilos, then we are talking about extra four tons or 4.5 tons, which basically means that the freight industry, they have to load the vehicle about four tons or 4.5 tons less. on battery electric trucks in order to basically meet the compliance requirements. And when you're talking about productivity, that's one of the issues. And also considering the attractiveness or basically the productivity advantage of B double trucks, A double trucks, basically high productivity, heavy vehicles that we have in Australia. And considering that there's no model availability for these big trucks with battery, but also considering that that limitation of 45 tons of trailers and basically adding up all of those battery packs, we are talking about extra nine tons. which basically exceeds the limitations. So, you know, from the freight industry's point of view, they would prefer high productivity heavy vehicles because they're going to be just one driver carrying two trailers. But then, yeah, so basically, even if the electrification is is there, is available, still that general mass limit of 45 tonne for six axle tractors of materials is something that is basically prohibiting the transition?
Do you think it'll happen? That's Dr. Elnaz Aranazad. the Straits of Hormuz open and things settle down in the Middle East, it'll go back to business as usual, I guess, if diesel drops back down to $1.70 or whatever it was, you know, it's $2.70 now, and then nothing will happen. But, you know, I don't think anyone's factoring in the length of this war. And if it doesn't settle down, then what do we do? Then maybe, it would be feasible. Anyway, your thoughts are much welcome, most welcome. Dr. Elnaz Aranazad there speaking to Sarah Forster, ABC Central Coast and speaking.
