Electric garbage trucks replace the diesel engine with a high-voltage lithium-ion battery, electric motor or e-axle, and electrically driven refuse-body equipment. They recharge primarily at a depot during scheduled parking. Published battery examples run from about 141 to 424 kWh, while stated route capability ranges from roughly 40 to 150 miles, depending on payload, body equipment, weather, traffic, terrain and the route’s operating pattern.
The practical question is not whether a truck has a large enough battery on paper. It is whether the battery, charger and refuse body can complete a specific collection shift with enough energy reserve, then recharge during the available dwell period.
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What an electric garbage truck is
An electric garbage truck is a battery-electric commercial vehicle designed to move through repeated stops while collecting, lifting and compacting refuse. A high-voltage battery supplies energy to the traction system and to the equipment mounted behind the cab. The truck has no diesel engine or conventional engine-driven hydraulic system as its primary power source.
The basic energy path is straightforward: stored direct-current energy in the battery is converted by power electronics for the electric motor or motors. The drivetrain turns the wheels, while separate electrically driven auxiliaries operate the refuse body, such as the compactor, bin lift and controls. Some designs use a motor-driven power-take-off, while others integrate electric equipment directly into the body system.
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Collection work is unusually well suited to electrification because routes have frequent stops, low average speeds and predictable depot returns. Regenerative braking can recover part of the energy normally lost as heat when the truck slows. Mercedes-Benz Trucks describes its eEconic as using an e-axle with two integrated motors and energy recovery during braking.
The systems that make the truck work
High-voltage battery
The battery is a large lithium-ion pack made from many cells grouped into modules and packs. A battery-management system monitors cell voltage, temperature and state of charge, and it limits charging or discharge when conditions require protection. Commercial packs are rated in kilowatt-hours (kWh), a measure of stored energy. A higher kWh rating generally permits more work between charges, but it also adds mass, cost and charging demand.
Installed capacity is the physical amount fitted to the truck. Usable capacity is the portion the control system permits the operator to access. Manufacturers keep a buffer at the top and bottom of the charge window to protect the cells. For example, Mercedes reports three 112 kWh packs in the eEconic, or 336 kWh installed, with about 97 kWh usable from each pack.
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An inverter converts battery power into the changing electrical current required by the motor. The motor produces torque immediately, which helps a heavily loaded truck pull away from repeated stops without shifting through a conventional gearbox. An e-axle packages the motor, reduction gearing and related hardware at the axle; the eEconic specification cited by Mercedes uses two integrated motors.
Refuse-body equipment
The truck must spend energy on more than moving itself. Compaction plates, bin lifts, ejector mechanisms, controls and warning systems all draw power. Depending on the body design, these functions are supplied by electrically driven auxiliaries or by a motor-driven power-take-off. A route that uses the lift and compactor constantly can consume substantially more energy than a similar-distance route with fewer collections.
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Regenerative braking
When the driver releases the accelerator or applies the brakes, the traction motor can operate as a generator. It sends some kinetic energy back to the battery instead of dissipating all of it through friction brakes. Regeneration is valuable on stop-and-go collection routes, but it does not create free energy: conversion losses, tire resistance, elevation changes and the body’s electrical demand still determine the net result.
How large is the battery?
There is no single standard battery size. Chassis, gross-weight target, refuse body, payload requirement and route duty cycle all change the specification. The following published examples show the scale of current systems.
| Truck or demonstration vehicle | Battery figure | What the figure means | Source and date |
|---|---|---|---|
| Peterbilt 520e automated side loader | Up to 424 kWh | Liquid-cooled CATL lithium-iron-phosphate battery; stated pack capacity | U.S. Department of Energy municipal demonstration, 2022 |
| Peterbilt 220e box truck | 141 kWh | Stated battery capacity in the same DOE demonstration table | U.S. Department of Energy municipal demonstration, 2022 |
| Mercedes eEconic | 336 kWh installed; about 291 kWh usable | Three packs at 112 kWh installed and approximately 97 kWh usable each | Mercedes-Benz Trucks product information |
| BYD 8R | More than 280 kWh | Published battery-pack figure | BYD USA, 2021 |
These figures should not be compared as if they were identical measurements. The Mercedes number explicitly separates installed and usable energy, while a headline figure for another truck may describe only the installed pack. A larger battery can extend route capability, but it also increases vehicle mass and may reduce the payload available for refuse.
How electric garbage trucks charge
Depot AC charging
Most fleets charge where trucks are parked between shifts. Alternating-current (AC) charging can be attractive when the vehicle has a long dwell period and the depot has limited electrical capacity. The charger supplies AC to the truck’s onboard charging hardware, which converts it for the battery.
DAF reports that its LF Electric can charge at 22 kW three-phase AC, taking 6.5 hours from 20% to 80% under the stated conditions. That is a planned, long-dwell workflow rather than a rapid turnaround. A fleet can plug in after a route and leave the truck connected until the next dispatch, subject to the site’s charging controls and electrical limits.
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DC fast charging
Direct-current (DC) fast charging sends managed DC power to the battery through the vehicle’s high-voltage charging system, avoiding the same onboard conversion step used for AC. It needs more powerful electrical service and usually costs more to install, but it can restore a larger amount of energy during a short planned stop.
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The DOE demonstration trucks listed 150 kW DC fast-charging capability. Mercedes lists charging up to 160 kW for the eEconic and approximately 75 minutes from 20% to 80% under optimal conditions on its technical page. A Mercedes deployment release describes the three packs reaching 20% to 80% in just over an hour at a standard DC rapid charger under its stated conditions.
| Vehicle or source | Charging method | Published power or time | Qualification |
|---|---|---|---|
| DAF LF Electric | Three-phase AC | 22 kW; 6.5 hours from 20% to 80% | Manufacturer-stated charging window |
| DAF LF Electric | DC fast charging | 150 kW supported | Power capability; a complete charge time depends on the battery and conditions |
| DOE 520e and 220e demonstrations | DC fast charging | 150 kW capability | Demonstration-vehicle specification |
| Mercedes eEconic | DC charging | Up to 160 kW; about 75 minutes from 20% to 80% | Approximately 75 minutes under optimal conditions |
Why charging times vary
A quoted charging time applies to a defined state-of-charge window, not necessarily an empty-to-full battery. Charging usually slows as the battery approaches a high state of charge, so the final portion can take disproportionately longer. Battery temperature, charger output, the truck’s maximum acceptance rate, electrical-service limits and simultaneous charging of other fleet vehicles all matter.
For that reason, a depot should be sized around the route schedule rather than a universal “hours to charge” figure. A truck with a 10-hour overnight parking period may work well with AC. A vehicle that returns for a short midday opportunity may justify a 150–160 kW DC installation, provided the utility connection and site layout can support it.
How far can an electric garbage truck go?
Published range numbers use different definitions. A modeled maximum, a manufacturer estimate, a route-tested result and an operator’s daily limit are not interchangeable. The DOE table lists approximately 90 miles of range for the Peterbilt 520e but a 50-mile daily maximum, and approximately 100 miles for the 220e with a 40-mile daily maximum. Those paired figures show why route planning should use the operational limit rather than the largest headline number.
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| Vehicle or study | Range or operation figure | How to interpret it |
|---|---|---|
| Peterbilt 520e | About 90 miles approximate range; 50-mile daily maximum | DOE demonstration values with a separate daily operating limit |
| Peterbilt 220e | About 100 miles approximate range; 40-mile daily maximum | DOE demonstration values with a separate daily operating limit |
| Mercedes eEconic | Up to 100 km in inner-city refuse collection; up to 150 km in mixed cycles | Manufacturer figures under specified test assumptions |
| Refuse-truck segment | Typically operates in ranges up to 150 miles | California Energy Commission statement, 2024 |
| California demonstration | About 5,470 electric-only miles driven | Documented cumulative demonstration operation, not a single-charge range |
The California Energy Commission’s 2024 report says battery-electric refuse systems offer a zero-emissions solution for a segment that typically operates in ranges up to 150 miles. Mercedes separately says the eEconic can cover almost all inner-city refuse collection routes with one battery charge. Neither statement means every route can be completed without opportunity charging; geography, body configuration and operating conditions still decide the result.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What controls real-world range?
Payload and vehicle mass
Refuse density changes throughout a shift. A truck carrying a heavy load requires more energy to accelerate and climb than an empty truck returning to the depot. Battery mass is also carried on every route. Route models therefore need both the vehicle’s tare weight and expected payload profile, not just the nominal battery capacity.
Stops, hills and traffic
Collection routes may involve hundreds of starts, stops and low-speed maneuvers. Frequent braking provides opportunities for regeneration, but repeated acceleration still consumes energy. Hills increase consumption on the climb; regeneration can recover only part of that energy on the descent. Congestion, idling for collection work and long waits with auxiliaries operating add further demand.
Weather and battery temperature
Cold batteries accept power differently from warm batteries, and heating the cab or battery uses energy that would otherwise move the truck. Hot conditions can also trigger thermal-management loads. The usable energy and charging rate available on a winter shift may therefore differ from a mild-weather test.
Body type and operating controls
An automated side loader, rear loader and other body designs impose different lift and compaction cycles. Mercedes states that actual range depends substantially on driving behavior, application profile and body type. The route plan should log body-equipment energy separately from traction energy so managers can identify whether a shortfall comes from distance, payload or the refuse mechanism.
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How a fleet should plan an electric collection route
- Record the duty cycle. Map dispatch and return points, route miles, elevation, stop count, collection windows, average payload and time spent operating the lift or compactor.
- Define an energy reserve. Do not assign a route that uses the entire nominal battery. Keep an operating margin for weather, traffic, detours, payload variation and battery aging.
- Use usable kWh, not installed kWh. Apply the manufacturer’s usable-energy figure when one is available. If only installed capacity is published, treat it as a headline specification rather than guaranteed route energy.
- Match charging to dwell time. Compare the available overnight or midday parking period with the charger’s real power and the required state-of-charge window. Include time when the charger is shared by other vehicles.
- Check the depot’s electrical service. A 150 or 160 kW charger may require utility upgrades, switchgear, protection equipment, cabling and a site plan that accommodates truck maneuvering and emergency access.
- Validate with operating data. Track battery state of charge, distance, payload estimates, weather, regeneration and body-equipment use. Adjust routes from measured duty-cycle data instead of relying only on a laboratory or marketing range.
How to compare electric refuse-truck specifications
A useful comparison combines battery, route and infrastructure data. Looking at kWh alone can hide a truck that has a large pack but a low payload allowance, or a truck whose published range assumes conditions unlike a municipal shift.
- Usable versus installed capacity: identify the energy the control system actually makes available.
- Range definition: distinguish a modeled maximum, a manufacturer estimate, a route-tested result and a daily operating limit.
- Charging power and window: record both AC and DC capability and the state-of-charge range used for the time claim.
- Body-energy demand: determine how the lift, compactor and power-take-off are powered and whether their consumption is included in the range estimate.
- Payload and gross vehicle weight: confirm how much refuse can be carried after the battery and body are installed.
- Duty-cycle evidence: prefer data from a comparable municipal route over a result based only on an internal simulation.
What changes for drivers and maintenance teams?
Drivers still perform the core collection tasks, but the vehicle’s operating feedback becomes more important. Smooth acceleration, predictable braking and avoiding unnecessary high-power auxiliary use help make energy consumption consistent. Regenerative braking can reduce friction-brake use, although drivers must still use the service brakes when required for safety.
Maintenance shifts away from engine oil, exhaust after-treatment and diesel fuel systems toward high-voltage safety procedures, battery thermal management, electric motors, inverters, charging hardware and body actuators. Technicians need training for isolation and verification before working on high-voltage components. The refuse body remains a demanding mechanical system: seals, lift mechanisms, compactor components, tires and brakes still require routine inspection.
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Charging areas also need operational controls. Fleet managers should establish connector inspection, cable handling, communication-fault recovery and procedures for a truck that returns with an unusually low state of charge. A failed charger can become a dispatch problem even when the truck itself is mechanically ready, so many depots plan redundancy or a backup charging strategy.
The practical answer to the four common questions
How do electric garbage trucks work?
A high-voltage lithium-ion battery powers an electric motor or e-axle and electrically driven refuse-body equipment. Regenerative braking recovers some energy during deceleration, while the truck recharges at a depot between shifts or during a planned stop.
How long does one take to charge?
It depends on the charger and the state-of-charge window. The cited examples include 6.5 hours from 20% to 80% at 22 kW AC for the DAF LF Electric, and roughly 75 minutes from 20% to 80% at up to 160 kW DC for the Mercedes eEconic under optimal conditions. Other 150 kW-capable trucks will not necessarily take the same time.
How far can one go?
Published examples span roughly 40 to 150 miles of route capability, but the correct figure for a fleet is the validated daily route limit after payload, body use, temperature, hills and reserve are included.
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Current published examples range from 141 kWh to more than 424 kWh. Mercedes lists 336 kWh installed and about 291 kWh usable across three eEconic packs, illustrating why installed and usable capacity must be reported separately.
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