The bigger the battery the faster you can charge it. And commercial drivers have to stop for an 8 hour rest every 8 hours of work by law anyway(at least here in UK/EU). Even using the already existing infrastructure and charging at the relatively common 150kW, you're regaining 1.2MWh(!!!!!!) capacity in those 8 hours. That's a lot of energy, about 12 Tesla Model X batteries worth.

In the US team drivers are common: two drivers in one truck, one drives while the other sleeps, they take turns who is driving. They still need to stop for fuel/supplies and exercise, but they can cover a lot of ground in a day because they never stop for very long (they are very careful to track all restroom breaks so that they can prove they never exceed the legal limits of how long they can drive before a rest)

A large percentage of long haul trucks have team drivers, which legally can and do run 24/7. Even for those that don't, you're talking about building charging infrastructure for a huge quantity of trucks most of which will be wanting to charge at the same time. It's hard enough to get commercial 240v connections in the US, how hard do you think it would be for truck stops to get 10MW connections?

I really don't know. Don't have the answer for US. All I can say is that we ship goods cross Europe all the time(UK-Poland, trip that takes 3-4 days one way) and it's always done by a single driver, we've used many different shipping companies and we've never had a driver team - I guess that the economics of transport don't work for dual drivers in EU for whatever reason, but again, I really don't have the answer as to why.

"It's hard enough to get commercial 240v connections in the US"

Again, not an expert on US infrastructure, but any charging site will be getting a 10kV connection which will be then stepped down to whatever you need - it has to be converted to DC anyway so you need those transformers anyway. As to the feasibility of providing 10MW to a charging stop - really don't know, someone else has to answer this.

Yeah, the complexity and cost is pretty high at that sort of of localized power density. Most truck stops max out on nighttime parking (about 100 spaces), and assuming all of them charging at the time, a moderately sized truck stop would require about 20MW peak power...even more if they plan on having megachargers. The biggest problem is line capacity...you won't be able to piggyback on local infrastructure. You'll have to run dedicated lines from tens, if not hundreds of miles away from the nearest distribution station. Remember, most truck stops are far away from population centers, and thus electrical infrastructure, as a matter of practicality. They need too much land.

I'm not betting on hydrogen specifically because 1) it's too complex, and 2) while the volumetric density is within the realm of feasibility, it's still not great. But I am betting on fuel cells. Solid Oxide Fuel Cells in particular. They're already extremely efficient, and also produce high grade (i.e. easily recapturable and convertible) heat. And they can use hydrogen, but they can also use methane, ammonia, butane, propane, diesel, gasoline, or any other form of fuel (I've run one off of wood chips!). And that flexibility has a lot of power, especially with the future of abundant and cheap non-peak power costs and rapidly developing synthetic fuel technologies.

Yeah, these are all very good points. I suspect companies which will make use of this first are companies which can control charging on both ends. Say UPS/FedEx/DHL buying a fleet because they can put strong charging points in their larger warehouses. Those trucks rarely drive more than 8 hours away anyway, parcels go from one distribution centre to the next, so that's excellent time to charge while the truck is being offloaded and loaded again. And they will have megawat-range connection to the grid for their warehouses already.