## 1 Introduction  
Pollution on the environment represents a worldwide topic for discussion, due to the impact on the air quality and general population. During the last two decades, there has been an increase of 66% approximately on global CO\({}_{2}\) emissions, according to International Energy Agency data. In terms of oil energy demand, the participation of the transport sector declined in advanced economies (most developed countries in the world) throughout 2019. Nevertheless, this reduction is overtaken by the increase in transport sector oil energy demand from the rest of the countries [1]. In this context, transportation electrification becomes a prominent measure to tackle global warming produced by greenhouse gas emissions. Electric mobility is getting larger at a markable pace, China being the most extensive EV market in the world, followed by Europe and the United States. Economic instruments and incentives for zero and low emissions vehicles, translated into public policies, are often created to shorten the cost gap between conventional and Electric Vehicles EVs, and improve the charging infrastructure development. Investment in this latter is being boosted by different power sector stakeholders, charging hardware manufacturers, utilities, and charging point operators. Current policies forecast that global EV stock will reach about 135 million vehicles in 2030. A more ambitious scenario, named EV30@30, estimates 250 million of global EV stock, considering an expeditious implementation of policies that promote a 30% market share for EVs in all modes by 2030 [2]. Large logistics companies involved in goods delivery, i.e., Fedex, Amazon, UPS, and DHL, are committed to introducing electric trucks in their fleets, looking to decrease the carbon emissions in the supply chain. Particularly, electric Light Commercial Vehicles eLCVs are being used for bringing products to customers in the framework of eco-friendly goods distribution. From this perspective, although there has been progress in range extension and battery manufacturing, the driving range still represents a technical issue towards a higher deployment of these vehicles in terms of scheduling and routing [3]. According to manufacturers, the typical mileage of eLCVs is in the range of 100 to 170 km; nonetheless, this feature is directly affected by acceleration, speed, breaking, and other factors related with driving behavior. Payload weight and uncontrollable exogenous factors, such as topography and outdoor temperature, are also involved in battery range performance [4]. Due to the limited range of eLCVs to successfully complete delivery routes as part of the intra-city operations, it is necessary to develop optimal routing schemes that comprise detours to charging stations as an effort to overcome the \"range anxiety\" [5]. In the context of eLCVs, routing plans can be properly designed considering the Electric Vehicle Routing Problem EVRP, which is the extended version of the classical Capacitated Vehicle Routing Problem CVRP. A fixed number of EVs leave from a depot to meet the merchandise demand for a set of customers. Once the customers are visited, the EVs return to the depot to complete the route. Due to the electric nature, these vehicles are required to visit charging stations in the intra-route operations when the battery is depleted. Charging facilities are limited and dispersed across the transportation network [6]. As shown throughout the works mentioned in Section 2, the EVRP has been largely studied with different perspectives; nonetheless, the power distribution system is not introduced as part of the mathematical model that covers the operation of logistics company and the power utility, which properly fits into real-world scenarios.