Question 1

How is hyperlocal delivery different from last-mile delivery for an EV fleet?

Accepted Answer

The duty cycle, not the speed. A parcel van makes one departure and runs a loop of 40 to 60 stops over 80 to 120 km. A hyperlocal delivery rider makes 30 to 40 separate departures from the same dark store, each a four to six kilometre round trip. That changes the binding constraint from range to turnaround, and it changes where charging has to happen.

Question 2

Do electric two-wheelers have enough range for quick-commerce delivery?

Accepted Answer

For any single trip, comfortably — a four to six kilometre round trip uses roughly 0.2 kWh. Across a full 14 to 15 hour login, 70 to 110 km at about 35 Wh per km draws 2.5 to 3.9 kWh, which is the whole usable capacity of a typical 2.5 to 3.5 kWh delivery pack. So the pack covers a shift but not a day, and the fleet needs a replenishment plan rather than a bigger battery.

Question 3

Should a dark store install chargers or rely on rider home charging?

Accepted Answer

Usually both, sized deliberately. Points at the store should cover the peak-adjacent top-up, not the whole fleet: 40 riders needing one 3 kWh replenishment each is about 120 kWh a day, and 15 AC points at 2 kW adds around 30 kW of connected load to a leased unit whose sanctioned load was set for refrigeration and lighting. Push bulk replenishment off-peak, and price the energy explicitly or the points become a queue.

Question 4

Can a quick-commerce fleet still claim PM E-DRIVE incentives on delivery two-wheelers?

Accepted Answer

Not on new purchases. PM E-DRIVE has been extended to 31 March 2028, but the terminal date for registered electric two-wheelers, e-rickshaws and e-3Ws remained 31 March 2026 — the extension covers e-trucks, e-buses and testing agencies. Any own-versus-rent business case that assumed the e-2W demand incentive needs rebuilding without it.

Question 5

What should a hyperlocal delivery fleet measure instead of cost per kilometre?

Accepted Answer

Energy and cost per drop broken out by store and by hour; vehicle availability at the start of the evening peak rather than averaged over the day; and the number of charge events that collided with a peak. Energy is under 7% of the marginal cost of a drop, so per-km cost is the wrong denominator — rider-hours and peak availability are where the money is.

Author name: Team YoCharge

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