@sd: I agree with you.

sd, the orange EV has a top speed of 25mph so it is limited of moving freight around the port or to warehouses within the port's home city. This new truck is a class 8 which can travel at highway speeds. Drayage does imply short haul but typically means any trip completed in a single work shift. Hours of Service (HOS) rules for daily driving in Canada state: You’re limited to 13 hours of Driving time in a day or a work shift. This rule is pretty straightforward. In a day and a work shift you cannot log more than 13 hours as “Driving.” In order to drive again you must be Off-Duty for 8 consecutive hours. Off duty includes Off-Duty and Sleeper.
You cannot Drive once you have 14 hours of on-duty time in a day or work shift. On-Duty includes “Driving” and “On-Duty Not Driving.” You can still log On-Duty Not Driving after 14 hours on-duty, but you cannot log “Driving.” In order to drive again you must be Off-Duty for 8 consecutive hours. Off duty includes Off-Duty and Sleeper.
No Driving after 16 hours of time has elapsed between the conclusion of the most recent period of 8 or more consecutive hours of off-duty time and the beginning of the next period of 8 or more consecutive hours of off-duty time. This is referred to as the “16 hour” rule. It’s a ticking clock, which starts once you mark yourself on-duty. 16 hours from that point you cannot longer log Driving. You need 8 consecutive hours Off-Duty in order to drive again.
You need to log at least 10 hours of off-duty time in a day.

In the US the same rules state: You can drive a maximum of 11 hours after 10 consecutive hours off duty.
You must take a 30-minute break, at a time of your choosing, within the previous 8 hours. This means before 8 hours, in real time, has past you need to take a 30-minute break. The 8-hour clock starts again once you complete your break.
You cannot drive beyond the 14th hour after coming on duty, following 10 consecutive hours off duty. This works like the 16-hour rule in Canada, but it’s 14 hours and 10 hours Off-Duty. This differs from Canada, in that; your 10 hours must include 8 consecutive hours of Sleeper Birth time.
http://lenduboistrucking.com/blog/trucking-hours-of-service-basics/

At highway speeds (55mph) a 11 hour shift can mean over 600 miles of driving. This new truck has a 200 mile range and can refill quickly.

@sd,
There are 3 categories of Drayage operations at the Port of Long Beach (ref: "Characterization of Drayage Truck Duty Cycles at the Port of Long Beach and Port of Los Angeles");
1. Near-dock Operation (very short cargo moves from 2 to 6 miles in length).
2. Local Operation: Warehouses and truck terminals, and a major rail yard (Hobart) that exist within 20 miles of the ports.
3. Regional Operation: At distances greater than twenty miles from the ports, large warehouse facilities used to transfer goods for interstate delivery.
The Orange BEV would be used for the first category, possibly Category 2.

The Toyota FCEV is planned for Category 3. According to Toyota, the goal is for the truck, laden with cargo, to make regular round trips between the port and warehouse facilities up to 70 miles away (ref: https://www.trucks.com/2017/04/19/toyota-project-portal-fuel-cell-truck/).
Toyota’s test truck is a Kenworth T660 chassis with the standard sleeper compartment converted into a custom aluminum shell housing a quartet of high-pressure hydrogen tanks and a pair of 6-kilowatt-hour lithium-ion batteries.
Class 8 Trucks seem to be a good area for FCEV where there is a need for long range, short refueling time, and require only a limited hydrogen fueling infrastructure (for this project all refueling will be done at the Port of Long Beach). Also, In California, heavy-duty vehicles — including big rigs, buses, delivery trucks and port-based drayage vehicles — account for more than 30 percent of the state’s smog-causing nitrogen oxide emissions and FCEV can definitely help in this area.

There is a lot of cargo going from Long Beach, CA to Ontario, CA each day, the ships come in the freight goes to warehouses. Right now diesel trucks are bumping in low gears through traffic, with this they can be computer assisted reducing driver stress, no gears.

I don't think any maker could go full on BEV semi for long haul(weight, cost, and size restrictions), so a hybrid makes the most sense.

I would argue that modern diesels (within the last 5 years) are probably the cleanest thing on the road in the US if they are operating correctly(as far as ice). ( I won't vouge for the thousands of VWs at pikes peak international raceway.)

If you can pull 80,000lbs and still get 6-8mpg I think that is pretty good. By comparison it makes most passenger vehicles seem wasteful.

Older/defunct vehicles are the problem. Most modern vehicles will clean the air in heavily polluted areas.

FC trucks are going to arrive quickly enough. If there is room in the mix for fleets to save money they will jump at the chance.

Again, the way I see it, BEVs will fill in small to large, FCEVs will work their way down from large to small. They will meet somewhere in the middle with some overlap.

There was a most polluted cities study published, many had major particulate pollution from diesel engines.
http://www.cbsnews.com/pictures/air-pollution-worst-us-cities/
Obviously trucks running fuel cells would eliminate this.

Another fairytale project from Toyota. Shame on them for not being serious about sustainability. Toyota sells less than 1000 zero emission vehicles per year. Tesla sells over 100,000 per year.

Musk tweeted that Tesla will reveal their zero emission BEV semi for long-haul heavy duty by September this year. That will be interesting because it is not a fairytale. BEV semis will not even need a driver cabin because they will be driverless. And range does not matter as the unmanned BEV semi has no problem waiting to charge every hour or so (every 100 miles, 24/7). The first BEV semi, however, may get a cabin because the autopilot system needs to be developed based on driver inputs from a human driver at first.

Tesla tried battery swapping, no go.
Reforming HPR diesel to hydrogen would produce 1000 mile range. Liquid hydrogen could produce a 400 mile range, since these are fleet trucks fueling is not a problem. Lots of negative comments about fuel cells, but they have the range in these applications.

P.S.
Misleading video. Good acceleration is due to powerfull enough battery but not fuel cells.

@ change:

Charging a heavy e-truck during 30+ minutes every hour will greatly reduce effective running time and will require about 50+% more trucks and drivers.

An extended range (1000+ Km) hybrid with FCs could be a better solution?

By 2030-2035 or so, 5-5-5 (1000+ KW) batteries may become another solution.