**Market need:** Diesel-fuelled medium-duty trucks used for regional/urban logistics cause 45% of air-pollution in and around built up areas, with devastating social, environmental and corresponding economic impacts. The UK targets a zero-emission vehicle fleet by 2050, but many cities target blanket diesel-bans far sooner via zero/low emission zones, fundamentally risking the capacity, reliability and cost of regional/urban logistics. Electrified propulsion remains the most credible approach, and whilst the broader evolution will occur incrementally alongside technology driven / organic cost reductions, the immediate need for a cost-effective commercial vehicle electrified powertrain for commoditised mass-production remains unmet. Aim is to demonstrate a long haul zero emission sustainable truck at the end of Phase 2\. From the system (truck) perspective, two prime energy storage are considered -- battery and fuel cell. A detailed system level and component level comparison would be presented to make a quantitative based decision. **Innovative solution:** During the Phase 1, the focus is on the electrified drivetrain feasibility study with three prime objectives is performed as, 1. To analyse the variation of performance (i.e. weight, efficiency, etc.) with respect to the speed of drive. There are various solutions for electrified propulsion in the market for passenger. These solutions are spread over a wide range of speed. Going through the same iterations as that of passenger car would result into delayed and expensive market entry for electrified HGV solution. Determining the sweet spot for the drive speed would result in to a robust, light weight/compact and cost competitive solution for electrified propulsion of HGV's. 2. The fast sizing models developed in objective 1, would enable determining the quantitative comparison matrix for different system architectures. Specifically, four architectures would be compared -- a. Centralised, one drive per vehicle, b. Distributed, one drive per axel, c. Distributed, one drive per wheel, and d. Distributed, more than one drive per wheel. This would provide a clear direction for Phase 2\. 3. Various PE converter and E-machine topologies are available to satisfy wide speed range requirement. Reduced PM solution, dry machine internals, inverted motor, hybrid converter, GaN/SiC, etc. are potential solutions that would empower reaching newer heights. The fast sizing model would allow to analyse these topologies for machine and PE converter for highest power density. All these objectives are working towards increasing the system power density and making it light weight/compact. Aim is to make it light weight that would result in cost-competitive final solution.