Trucking though (long haul) is pretty efficent accross most of the US. You have large loads on engines with tall gearing, and everything runs at pretty stable speeds.
Most of our interstate highways, with some exceptions in mount regions have a fairly narrow range of again consistent grades.
A battery-electric boost where efficiencies of the main power train fall down, long grades in the mountains, any kind of stop/go situation due to accidents, road maintenance etc, and the last miles in/near destinations in a lot of cases, stands to pack a huge punch in energy savings. Without adding a lot of weight to vehicles that already place stress on roadways and structures, at least as compared to trucking around enough battery for the long runs.
Hybrids especially if you can put the hybrid tech into the trailer rather than the tractor, therefore making it possible to use cheaper lighter traditional trailers on routes where the hybrid tech offers less advantage, is pretty smart. It also sides steps the problem of not being able to operate if you can't charge for whatever reason. Substations do catch fire sometimes, storms / fires do take out major grid supports having a trucking industry entirely grid dependent is problematic because they may need to be delivering the very supplies and equipment needed to effectively repair the grid when needed.
I think the correct approach is the best of both here, use electric propulsion when it is more efficent, than the ICE drive line can be or can be alone, use electricity when it be generated with lower carbon foot print and deliver better cost per mine, use fuel where energy density remains key, be able to use fuel for any job if operating in stand alone mode become a sudden requirement.
At the scale of a commercial transport truck this should all be very do-able