Not even close. BMW runs electric trucks between production facilities and our 169kWh trucks (Terberg YT202-EV) which haul up to 34,000kg get at most 100km out of that, often less. So you're looking at about 0.6km/kWh or 0.37mi/kWh. It will be more with less stopping (although there isn't a lot of stopping on our routes) but nowhere near your estimate.
My spitball of 1.1 mi/kWh was clearly way too high still.
Not if they're hauling around 40,000 - 50,000 lbs of freight.
That's based on the drag, which is most of the energy spent on hauling.
Though another benefit of electric is that the kinetic energy of accelerating 50,000 lbs to 55mph can be regenerated, instead of lost entirely. And it's not an insignificant amount of potential energy, at really close to 2kWh.
Though my intent was mostly so that the capital cost could be amortized over many uses by independent truckers, rather than them having to take out an upfront loan for the massive cost of the battery. But it also makes the timeliness of charging a non-issue.
I don't want to buy a new truck and have my new battery swapped for a 5 years old battery, then have a break down somewhere and pay for it.
Electric drive trains are excellent at heavy loads; many huge haul trucks, trains, etc. use diesel electric where the diesel is just a fuel source to generate electricity for the real workhorse, the electric motor.
So it's really just the battery that's the hard part here.
Most EVs get ~3.3 mi/kWh. If the increased air resistance means only a third of that efficiency, a 450 kWh battery would be sufficient for 500 mile range. That's about 3 tons of weight, which is a lot, and take up about 2 feet of space behind the cab, perhaps. But since a diesel engine itself is going to weigh about 1 ton more than the electric motors and inverters, it's not a completely outrageous amount of overage.
Of course, the battery alone for this would be about $100,000k, as much typical tractor cabs these days. So clearly there would be some sort of swap program, and battery usage would be charged.
This all becomes a ton easier if designed for just, say, 250 miles before swapping batteries. But napkin math suggests that 500 miles isn't completely implausible, if you can get over the up front capital costs, and the slightly lower hauling capacity.