Thank you. That wasn't at all clear from the article I linked.

44t I believe is the weight you'd use if you want to travel between every EU country. Each individual country sometimes has higher maximums like Sweden and Finland for example, but all of them will allow at least 44t.

I'm assuming they only supply the cab so they can't give a load capacity beyond 44t, since they won't know the trailer weight.

I'm pretty certain the article OP has linked had misunderstood what Renault mean when they say it's a 44t lorry. This refers to the total load plus vehicle weight maximum, which is a maximum of 44t in the EU.

Yeah, naturally, battery-powered trucks like these will not replace diesel on long routes.

Renault says on their site that they are intended for shorter, regional routes. For example they say that the largest truck model coming is 2023 will have a 300 km range with a practical range of 500 km with one, one-hour charging stop.

Germany is working on overhead power lines for trucks. If that works out and is retrofitted onto enough highways then 300km would easily be enough range to get onto the highway and off again, riding the rest of the trip on grid power.

Most trucking isn't like that though - even in Canada. Measuring by "daily journeys", local freight dominates over long-haul, and the average journey is well under 300km - railhead/port to warehouse, warehouse to supermarket.

Or distribution between a company's production sites (e.g. where I am in the UK we have a major manufacturer with six factories and one big goods-inbound logistics centre. So they have a fleet of trucks continuously ferrying components from the centre to factories, all <20km. There will be similar arrangements in some Canadian cities). Ideal application for an electric truck (particularly since you control both ends, and can have charging infra anywhere - though these trucks could do at least 5 rounds trips on a single charge).

In truth, 1400km truck journeys shouldn't exist outside of mad niche cases like Ice Road trucking. Between cities or provinces the cargo should just go on a train. Safer, better timetable reliability, lower carbon, one driver per hundred wagons, instead of one-per-trailer.

Even in the UK, companies like Amazon and Tesco (supermarket) are moving heavily to railfreight because it's just more reliable than road haulage. That's mostly for freight between southern England and Scotland, which is "upto 500km". Also, for stuff arriving at ports, so it goes straight on a train and doesn't touch a road until it's near its final destination.

1400km a day?

And Tesla will deliver their trucks all the way back in 2019, also with huge public interest.

So in your 10 year expertise of working as a truck driver you’ve never heard of truckers having gigs where they haul local short routes (which makes up the majority of trucking): runs from warehouse to the store loading dock, or between rail yard and warehouse? That is the intended use for these trucks. No one is saying that they’re going to try to run them from Mexico to Alaska.

There is a reason you need to use the phrase “long haul” before “truck driver” when you describe yourself. Because there are lots of truck routes (and drivers) that are short and medium haul. Which is what Renault says this truck is for.

I don't think it weighs 44t.

44t is the maximum total loaded weight for a lorry in the EU. (Vehicle plus load)

https://www.thetruckexpert.co.uk/renault-trucks-unveils-its-electric-t-and-c-models/

Here it describes it as a 44t lorry which means it's classed as a vehicle that can go up to that weight, bearing in mind that there are different licences you need to get as you go up weight limits.

I think the article that OP has read has misunderstood what Renault mean when they call it a 44t lorry. If the cab alone weighed that, it would not be able to carry any load.