Abstract Summary
Purpose The deployment and uptake of cargobikes for last mile deliveries in urban areas is widely studied. This is partly driven by regulations by municipalities to reduce emissions from urban deliveries. In the Netherlands, for instance, zero emission zones for all logistics vehicles will be gradually implemented in 30 40 cities from 2025 on. In addition, urban planning increasingly focuses on more space for active mobility, which leads to a reduction in road infrastructure. Subsequently, there is an interest in deploying tailored and smaller vehicles to retain access to areas. Furthermore, the promise of short – 10 minute to same day – deliveries requires retailers to maintain stock close to the final consumer, often within dense urban areas. Cargobikes require less parking space and can deliver quickly to consumers with less constraints. Most studies focus on the financial and operational feasibility of deploying cargobikes instead of vans in urban areas. Whereas in the case of the former, total cost of ownership analysis are mostly conducted, the latter looks at the network design, including the location of (micro)hubs (e.g. Assmann et al., 2022; Dalla Chiara et al., 2020; Schliwa et al., 2015). In the majority of the studies, the emphasis is on parcel deliveries. This study discusses the potential penetration and requirements of (all) types of light electric freight vehicles (smaller than a van) for deployment in urban areas for different flows of goods and services. In this way, we extend prior studies by addressing three previously underexposed aspects. First of all, a growing diversity of light electric freight vehicles appears in urban areas. This varies from the regular cargobikes to electric cargo mopeds, tricycles, and small electric distribution vehicles. These different vehicles are considered for different applications. Second, the diversity in flows – so-called segments – is considered. In addition to parcel deliveries, typical flows include fresh goods (groceries, instant meals) to consumers and businesses, construction goods, and service-driven movements (e.g., plumbers). Finally, the requirements that stakeholders related to these different flows have when it comes to adopting those vehicles are addressed. To assess the potential uptake of light electric freight vehicles we have conducted 27 interviews across four different stakeholder groups.
