Zero-emission Vehicles Research Articles

Understanding Charge, Mass, and Heat Transfer in Fuel Cells for Transport Applications – Insights from the Camelot Project

Proton Exchange Membrane Fuel Cells (PEMFCs) are a promising solution for zero-emission vehicle propulsion owing to their high energy density, low operating temperature, and high efficiency. The overall aim of the CAMELOT project is to improve the power density of fuel cells by understanding the limitations on the performance of state-of-the-art (SoA) and beyond SoA PEMFC membrane electrode assemblies (MEAs). To achieve this, the CAMELOT project has diagnosed the fundamental transport properties that limit performance of these MEAs and materials. Not only has the CAMELOT project produced MEAs with features that have the potential to enable disruptive performance increases but have further developed leading open-source models to enable accurate simulations validated through experimental work. In-depth parametrisation of fuel cell components through extensive ex-situ and in-situ characterisation has been performed to provide input to the modelling activities. The two major modelling advances achieved by the CAMELOT project are i) the improvement of water uptake and transport models, especially concerning ultra-thin PEMs, and ii) extending a leading open-source model (FAST-FC) to enable accurate simulation of beyond SoA fuel cell performance and voltage loss breakdown. CAMELOT has developed a series of beyond-SoA fuel cell components to ensure that the modelling inputs are representative of SoA component properties. A series of membranes with varying thicknesses were prepared and a range of ex-situ experiments were carried out to gather water uptake and permeability properties for the water transport models. Additional in-situ electrochemical characterisation was carried out on a series of catalyst coated membranes (CCMs) to extract important properties of the catalyst and membrane components as inputs to improve the physics-based fuel cell performance model.Significant results from the project to be highlighted in this presentation include the development of a water transport model with improved description of water uptake and transport in thin ionomeric layers, the development of a predictive modelling framework from which we can identify the most important material parameters to tune to reach our MEA performance targets of 2.7 A/cm2 at >0.67 V with total catalyst loadings <0.08 mgPt/cm2, the development of ultrathin (< 10 µm) proton exchange membranes and ultra-low loading cathode catalyst loadings (0.08 mgPt/cm2), the development of catalyst coated membranes (CCMs) with in-plane catalyst and ionomer gradients, and extensive in-situ fuel cell characterization of the SoA CAMELOT CCMs/MEAs.The CAMELOT project has received funding from the Fuel Cells and Hydrogen 2 Joint Undertaking (now Clean Hydrogen Partnership) under grant agreement No 875155. This Joint Undertaking receives support from the European Union’s Horizon 2020 Research and Innovation program, Hydrogen Europe and Hydrogen Europe Research.

Electric vehicles for climate, a green economy, or independence? Comparing policy discourse in newspapers across three Canadian provinces

In efforts to increase the uptake of plug-in electric vehicles (PEVs), many regions rely on demand-focused policies such as purchase incentives. Fewer regions also implement strong supply-focused policies such as a zero-emissions vehicle (ZEV) sales mandate. We explore policy discourse regarding implementation of different PEV policies, using as case studies the Canadian provinces of British Columbia (BC), Ontario, and Québec—the latter of which was the first to implement a ZEV mandate. Using a selection of 984 newspaper articles printed in 2008–2018, we analyze statements from governments, industry, and other actors about PEV technology and policy via content and discourse analysis. In all case studies, provincial governments framed PEVs as mixed private-public goods, and framed PEV policy as needed to achieve climate goals, while improving the functional limitations such as price and performance. Otherwise, policy discourses differed widely. BC's discourse included broad support for purchase incentives, while Ontario's discourse was mired in political controversy regarding the economic impacts of all climate policies. Québec was the only case study that demonstrated open support for supply-focused PEV policy by government and advocacy groups, namely the ZEV mandate. The government-led storyline uniquely emphasized two societal goals in the province: climate mitigation and economic independence. Across cases, the successful implementation of PEV policy is associated with storylines that emphasize high priority societal issues, along with an absence of convincing political or industrial opposition. This policy discourse approach can shed light on why policymakers in different regions gravitate towards different policy approaches.

California’s zero-emission vehicle adoption brings air quality benefits yet equity gaps persist

Zero-emission vehicle (ZEV) adoption is a key climate mitigation tool, but its environmental justice implications remain unclear. Here, we quantify ZEV adoption at the census tract level in California from 2015 to 2020 and project it to 2035 when all new passenger vehicles sold are expected to be ZEVs. We then apply an integrated traffic model together with a dispersion model to simulate air quality changes near roads in the Greater Los Angeles. We found that per capita ZEV ownership in non-disadvantaged communities (non-DACs) as defined by the state of California is 3.8 times of that in DACs. Racial and ethnic minorities owned fewer ZEVs regardless of DAC designation. While DAC residents receive 40% more pollutant reduction than non-DACs due to intercommunity ZEV trips in 2020, they remain disproportionately exposed to higher levels of traffic-related air pollution. With more ZEVs in 2035, the exposure disparity narrows. However, to further reduce disparities, the focus must include trucks, emphasizing the need for targeted ZEV policies that address persistent pollution burdens among DAC and racial and ethnic minority residents.

A Measurement Method of Power Transferred to an Electric Vehicle Using Wireless Charging.

The increasing number of zero-emission vehicles on the roads demands novel vehicle charging solutions that ensure convenience, safety, increased charging infrastructure availability, and aesthetics. Wireless charging technology is seen as the one that could assure these desirable properties and could be applied not just in conventional implementations but also in off-grid solutions together with roadway energy harvesting systems. Both approaches require proper transfer of energy metering methods. In this paper, a method for measuring the power transferred to the load in a wireless charging system is presented, and its systematic error is assessed in the relevant range of influencing factors. The novelty of the method is that it does not require any metrologically certified measurement instrumentation on the receiver side of the wireless charging system. The error analysis is performed using a numerical simulation. Considered error-influencing factors included secondary side electrical load, coils' coupling coefficient and quality factor, current and voltage quantization resolution, and compensation topology type (serial-serial (SS) and serial-parallel (SP)). It was determined that the systematic error of the power assessment does not exceed 0.7% for SS and 1.1% for SP topologies when the coupling coefficient is in the range of 0.05 to 0.4 and the quality factor of the resonant system is in the range of 100 to 800.

Comparison between optimal refueling infrastructures for zero emission waste transportation vehicles in Valle Camonica

The aim of this work is to conduct a comprehensive and fair comparison between fleets of vehicles powered by different technologies, namely electricity, compressed hydrogen, and liquid hydrogen. The study followed a well-defined methodology, starting with the development of a mixed-integer linear programming (MILP) model using MATLAB and the YALMIP toolbox. The primary objective of the model is to minimize the total annual cost associated with the infrastructure required for refuelling the fleet of zero-emission vehicles. The battery electric vehicle refuelling infrastructure is used as a benchmark, with a total annual cost of around 200000 €/y. The compressed hydrogen and liquid hydrogen infrastructure are comprehensive of a solar photovoltaic field. The hydrogen refuelling facility are analysed varying the price of the electricity. In the most profitable configuration, the compressed hydrogen refuelling facility cost around 320000 €/y and for the liquid hydrogen 480000 €/y. The sensitivity analysis, performed varying the cost of electricity, shows that it is never convenient to use hydrogen vehicles even in condition of high electricity prices. When it is possible to use electric vehicles and there are no constraints related to payload, range or refueling logistics they must be employed, as they are the most cost-effective solution to cancel the vehicles emissions.

Evaluation of Electronic-Ionic Transport Properties of a Mg/Zr-Modified LiNi0.5Mn1.5O4 Cathode for Li-Ion Batteries.

There is an enormous drive for moving toward cathode material research in LIBs due to the proposal of zero-emission electric vehicles together with the restriction of cathode materials in design. LiNi0.5Mn1.5O4 (LNMO) attracts great research interests as high-voltage Co-free cathodes in LIBs. However, a more extensive study is required for LNMO due to its poor electrochemical performance, especially at high temperature, because of the instability of the LNMO interface. Herein, we design structural modifications using Mg and Zr to alleviate the above-mentioned drawbacks by limiting Mn dissolution and tailoring interstitial sites (which are shown by structural and electrochemical characterizations). This strategy enhances the cycle life up to 1000 cycles at both 25 and 50 °C. In addition, a thorough characterization by impedance spectroscopy is applied to give an insight into the electronic and ionic transport properties and the intricate phase transitions occurring upon oxidation and reduction.

Analysis of the prospects for hydrogen-fuelled internal combustion engines

Hydrogen, as a zero-emission fuel, makes it possible to build a piston combustion engine that can be qualified as a drive for a "Zero Emission Vehicles", in terms of CO2 emissions. Thus, a hydrogen-powered piston combustion engine may be a future transitional technology for powertrains, especially in trucks and off-road vehicles, competitive with both electric drives and fuel cells. The article presents a multi-directional analysis of the prospects for the development and dissemination of hydrogen-powered internal combustion piston engines in motor vehicles. The current interest of the automotive industry in hydrogen-powered internal combustion engines, current state of their development and the challenges that need to be overcome were presented. Various conditions that will determine their future in Europe were also indicated.

Exploring decarbonization pathways for USA passenger and freight mobility

Passenger and freight travel account for 28% of U.S. greenhouse gas (GHG) emissions today. We explore pathways to reduce transportation emissions using NREL’s TEMPO model under bounding assumptions on future travel behavior, technology advancement, and policies. Results show diverse routes to 80% or more well-to-wheel GHG reductions by 2050. Rapid adoption of zero-emission vehicles coupled with a clean electric grid is essential for deep decarbonization; in the median scenario, zero-emission vehicle sales reach 89% for passenger light-duty and 69% for freight trucks by 2030 and 100% sales for both by 2040. Up to 3,000 terawatt-hours of electricity could be needed in 2050 to power plug-in electric vehicles. Increased sustainable biofuel usage is also essential for decarbonizing aviation (10–42 billion gallons needed in 2050) and to support legacy vehicles during the transition. Managing travel demand growth can ease this transition by reducing the need for clean electricity and sustainable fuels.

The EU policy on climate change, biodiversity and circular economy: Moving towards a Nexus approach

The EU has traditionally adopted a ‘silo approach’ in the policy areas of climate change (CC), biodiversity (BIO) and circular economy (CE), which does not reflect the actual interlinkages between these different domains. The European Green Deal (EGD), in contrast, has been shaped as an integrated growth strategy, which aims at transforming the EU into a climate neutral and resource efficient economy, while protecting, conserving and enhancing the EU's natural capital. The present article carries out an in-depth qualitative analysis to investigate whether the ambition of making the EU environmental policy more consistent with the ‘Nexus thinking’ has been really embedded in the policy design of the whole EGD strategic framework (which currently comprises almost 30 strategic documents). It emerges that, while many CC-BIO-CE interlinkages have been addressed, others that may be critical to meeting the EGD goals still need to be fully understood and managed. Among trade-offs, a special attention should be paid to the planned use of the maritime space according to different objectives that seem difficult to reconcile, the ‘substitution process’ triggered by the large-scale deployment of zero-emission vehicles, and the potential effects on biodiversity of the increasing use of biomaterials. With regard to synergies, the CE-BIO connection may be strengthened through a stricter focus of the CE concept on how resources are extracted (which could include the implementation of regenerative practices). Moreover, in order to truly incorporate CE into CC policy, the real impact of the former on GHG emissions should be better demonstrated and measured.

Analysis of the Actual Usage and Emission Reduction Potential of Electric Heavy-Duty Trucks: A Case Study of a Steel Plant

In order to understand the driving characteristics of electric heavy-duty trucks in practical application scenarios and promote their usage to replace diesel trucks, this study analyzed the actual usage of electric and diesel heavy-duty trucks in a steel factory based on vehicle-monitoring data and remote online monitoring data and estimated the emission reduction potential of the application of electric trucks by using a mileage-based method and the greenhouse gas emission model. The results showed that the electric heavy-duty trucks in the steel factory mostly operated for over 14 h, with a vehicle kilometers traveled (VKT) of 50–300 km each day, which could meet most of the demands of the transportation of the steel industry. The average daily energy consumption for most trucks falls within the range of 210–230 kWh/100 km, with higher consumption in winter than in summer, which can save approximately 18–26% in operating costs compared with diesel trucks. It is estimated that the usage of these electric heavy-duty trucks can achieve an annual reduction of 115.8 tons of NOx emissions, 0.7 tons of PM emissions, and 18,000 tons of CO2 emissions. To further promote the application of electric heavy-duty trucks in China, several policy suggestions, such as introducing priority road-right policies, promoting vehicle and battery leasing markets, and exempting zero-emission vehicles during heavy pollution days, were proposed.

Towards Cleaner Cities: An Analysis of the Impact of Bus Fleet Decomposition on PM and NOX Emissions Reduction in Sustainable Public Transport

The problem of poor air quality in urban areas has a negative impact on the health of residents. This is especially important during periods of smog. In Poland, as in other countries, the problem of poor air quality, especially during the winter season, is associated with a high concentration of particulate pollutants in ambient air (PM10, PM2.5). Sources of particulate emissions, in addition to solid-fuel boilers, include means of transportation, especially those equipped with diesel engines. In turn, during periods of strong sunshine (spring and summer), the problem of photochemical smog, whose precursors are nitrogen oxides NOX, arises in urban areas. Their main sources of emissions are internal combustion engines. Therefore, to improve air quality in urban areas, changes are being made in the transport sector, among which is upgrading the fleet of urban transport vehicles to low- or zero-emission vehicles, which are more environmentally friendly. In addition, measures that reduce the harmfulness of the transportation sector to air quality include the introduction of clean transportation zones, as well as park-and-ride (P&amp;R) systems. The purpose of this article is to present the results in terms of PM10, PM2.5, and NOx emission reductions, implemented over a period of two years (2021–2022) in the area of the Rzeszow agglomeration, related to the modernization of the suburban bus fleet and the implementation of a P&amp;R system for passenger cars. The results of the study were compared with the value of estimated emissions from coal-fired boilers used for residential heating and hot water, which also contribute to smog. Thanks to the implementation of the project, i.e., the replacement of 52 old buses with new buses of the Euro VI emission class and the construction of new P&amp;R spaces, the total average annual reduction in emissions amounted to approximately 703.6 kg of PM10, approximately 692.7 kg of PM2.5, and a reduction of approximately 10.4 tons of NOX.

Analysis of European statistical indicators of environmental efficiency

The main task of this article is to define the function of statistical indicators in the process of analysing the environmental performance indicators. It is established that in economies of European countries the general principals of ecologisation of the economy are determined enviromental policy, which involves using of complex mechanisms for modernising and rationalizing of the manufacturing. In the EU countries, environmental protection is a strategically important task by active implementation of innovative production technologies and using effective financial instruments of influence for those subjects of management, whose activities significantly worsen the condition of the environment. In solving environmental and resource problems, it is necessary to use preventive methods that will reduce the risks of further escalation of the environmental and economic situation in the European region. To define the prospects of agricultural ecologisation, a statistical analysis of the dynamics of change in the area of organic farming was made. The indicators of energy tax revenues from the agricultural sector of European countries were determined and it was established that the volume of energy consumption is reduced by the introduction of innovative technologies for energy production and consumption. It is proved that sharing of zero-emission vehicles in newly registered cars is growing fast because of the large-scale implementation of automotive ecological programs. The indicators of production, safe and dangerous waste generation and the level of household waste recycling were explored too. A large part of goods is produced by recycling materials in economies of many developed countries. The analysis of the volume of environmental services provided by public authorities in a number of European countries was carried out in order to determine the dynamics indicators, conduct a comparative analysis and establish the absolute deviation. The research shows that in the structural model of environmental policy an important function is performed by mechanisms of environmental crediting and subsidisation, and the volumes of environmental subsidies, which are also determined and reviewed. It is recommended to study and implement the experience of European countries in solving environmental and resource problems by realisation the policy of sustainable development and balanced nature management in Ukraine.

Impacts of Connected and Automated Vehicles on Travel Demand and Emissions in California

The emerging connected and automated vehicle (CAV) technology is likely to bring significant changes to the transportation world. This study helps understand how the anticipated emergence of CAVs will affect various aspects of society and transportation, including travel demand, vehicle miles traveled, energy consumption, and emissions of greenhouse gases and other pollutants. We design a set of future system configurations under the California Statewide Travel Demand Model framework to simulate scenarios for the deployment of passenger CAVs in California by 2050. These scenarios consider the ownership and operational type (e.g., private and shared) of CAVs, as well as additional policies such as pricing and the use of zero-emission vehicles (ZEVs) to curb potential impacts. The scenarios are: 0. Baseline (no automation); 1. Private CAV; 2. Private CAV + Pricing; 3. Private CAV + ZEV; 4. Shared CAV; 5. Shared CAV + Pricing; 6. Shared CAV + ZEV. Impacts of the introduction of CAVs across the transportation system are quantitatively estimated. The results indicate that the mode shares of public transit and in-state air travel will likely sharply decrease, while total vehicle miles traveled (VMT) and emissions will likely increase, because of the relative convenience of CAVs. The results also show that VMT could be substantially affected by a modification in auto travel costs. This means that the implementation of pricing strategies and congestion pricing policies, together with policies that support the deployment of shared and electric CAVs, could help reduce tailpipe pollutant emissions in future scenarios.

Beyond concept: The viability of exclusive lanes for zero emission vehicles on expressways

In response to climate change issues, various measures have been implemented to decarbonize transportation. One approach is to promote zero emission vehicles which can offer rapid and effective outcomes. Accordingly, exclusive lanes for zero emission vehicles on expressways have been pursued as a measure that can be implemented immediately with minimal detrimental impacts. To assess their economic viability, this study developed a methodological framework with a benefit-cost ratio for zero emission vehicle exclusive lanes, taking multiple traffic factors into account. Along with travel time savings, a safety performance function was proposed for traffic accident probability. A case study using diverse traffic datasets from the Republic of Korea revealed greater benefits from travel time savings than costs from congestion and accidents in all scenarios. The benefit-cost ratio ranged from 2.00 to 4.08, implying that operating these lanes can be an effective strategy for promoting zero emission vehicles, which address environmental issues.

Closing the Gap: Achieving U.S. climate goals beyond the Inflation Reduction Act

The Inflation Reduction Act sets the stage for substantial greenhouse gas emissions reduction in the United States. However, analyses show that on its own, the IRA is insufficient to meet the nation's stated climate goals. We use an energy system optimization model to understand how the U.S. can build on the IRA to meet climate goals. We model two carbon taxes and a suite of efficiency, fuel, and technology standards, including a clean electricity standard (CES), electrification standards for commercial and residential buildings, a zero-emission vehicle (ZEV) standard, and a clean fuel standard for industry. We compare these three policy scenarios to the U.S.’s stated climate goals (Nationally Determined Contribution). The two carbon taxes and the suite of standards achieve the GHG emissions goals outlined in the Paris Agreement, but no scenario reaches net-zero GHG emissions by 2050. Notably, we find that the average GHG abatement cost under the modeled standards is comparable to a carbon tax set at ∼$200/ton, and both policies achieve similar emissions reductions. Temoa's cost-minimization structure results in the carbon tax always reducing emissions more cheaply than a set of standards; but the similarity in cost emphasizes the near-optimal second-best nature of well-designed standards.” The marginal cost of GHG emissions reduction in each scenario is less than 2% of total system costs. While the modeling results indicate that meeting climate targets may still be possible, they demonstrate that doing so will require rapid and sustained deployment of zero-emission technologies across the energy system.

Hydrogen Towards a Sustainable Energy Future - The Indian Scenario

Abstract: Hydrogen is considered an alternative fuel for automobiles due to its ability to power fuel cells in zero-emission vehicles (vehicles with no emissions of air pollutants), the possibility of domestic production, and the potential for high fuel cell efficiency all contribute to the interest in hydrogen as an alternative transportation fuel. This paper lays out the current scenario of R&amp;D activity in India and look at the various governmental policies that facilitate this development across several program areas. The paper also discusses the current scenario of projects implemented by both the private and the public sector on large scale green hydrogen production and development and deployment of hydrogen vehicles.

Student engagement: the key role of Sustainable Transportation at KMUTT Thailand

Abstract. King Mongkut’s University of Technology Thonburi (KMUTT) committed to be Sustainable University for SDGs 2030 since 2017 and committed to sustainability leadership in all our activities from operations, teaching, to conducting research. Our commitments are to be a sustainable university providing a role model on Energy, Environment, Safety Management Systems and provide sustainability platform to promote sustainability leadership. Sustainable transportation system has been provided by top management policy since 2018 which focus on walk and bike society with zero emission vehicles, free shuttle bus and free bicycle services. In KMUTT, Student engagement is a key role to achieve the sustainable transportation goal which comply to SDG 3: Good Health and Well-being; SDG 7: Affordable and Clean Energy; SDG 11: Sustainable cities and communities and SDG13: Climate Action. KMUTT Green Heart is student’s sustainability leadership team who interested in environmental sustainability which make university and communities surrounded more green and better quality of life and create their own activities to serve sustainable transportation activities for all in KMUTT by using SEP for SDG concept. Moreover, KMUTT initiate sustainable strategy which provide the learning environment to make all campus as living lab, promote people participation and monitoring to make continual improvement with positive reinforcement. The sustainable transportation goal achieved along with the expansion activities to community surround according to the student engagement.Keywords: Sustainable Transportation, Student Engagement, Walk And Bike Society, Zero Emission Vehicles, SDG3, SDG 7, SDG11, SDG 13

Accelerating electric vehicle charging investments: A real options approach to policy design

Replacing conventional cars and trucks with battery electric vehicles requires a rapid expansion of fast-charging infrastructure. However, private sector charging infrastructure investments are delayed by unfavorable project economics and uncertainty in future demand. Prior research has addressed the former using standard net present value (NPV) methods, but neglected the latter. To address this gap, this paper introduces a real options model of charging investments, which quantifies the option value of delaying investment under uncertainty. We use this model to assess the implications of optionality in a representative case. Our analysis provides indicative estimates of how investment timing is impacted by alternative policy options: grants, long-term contracts, demand charge re-design, and Zero Emission Vehicle standards. We estimate that if grant subsidies are informed by a traditional NPV analysis, firms would delay investing by more than 5 years. Perhaps surprisingly, even low levels of risk incentivize long delays. We find that policies targeting optionality are substantially more cost-effective than the traditionally used grants. Specifically, we calculate that long-term contracts for differences can trigger immediate investments at a cost 68% lower than grants. A simpler but relatively cost-effective alternative is to introduce a phase-out schedule for grants to discourage investment delays.

A cleaner and more efficient energy system achieving a sustainable future for road transport

A novel integrated cooling system is developed for future medium to large electric vehicles by integrating the fuel cell, battery, metal-hydride, heat pump, and liquid desiccant dehumidification system to reduce power consumption and extend vehicle's driving range. The system benefits from the reuse of the normally wasted energy in the form of pressure difference and wasted thermal energy, from the hydrogen vessel, the fuel cell stack, and the battery pack. A numerical model for the proposed system and a finite element model for the dehumidifier and regenerator are developed and validated by experimental results from published data. A comprehensive evaluation of the impacts of the ambient air temperature and humidity, fuel cell current output, battery discharging C rate, and air mass flow rate on the Coefficient of Performance (COP), outlet air temperature, and cooling capacity is conducted. Two operating modes, namely non-compressive mode and heat pump supplemental mode are investigated and a detailed comparison between these two modes is undertaken. Furthermore, the proposed system under heat pump supplemental mode has been compared to other published cooling systems and dehumidification systems. Under non-compressive mode, results indicate that the proposed system can provide sufficient cooling capacity without the need of the compressor when the supply air mass flow rate is lower than 0.03 kg/s, under the specific operating situation. Under the heat pump supplemental mode, the proposed system can operate at 36 °C with a COP greater than 4, which is 56% higher than the cited published results, although the COP of the proposed system also considers battery cooling. Heat pump supplemental mode drastically reduces the 12-s insufficient cooling period that occurs at the beginning of the charging to discharging transition between the two metal hydrides to 2 s compared to non-compressed mode. Overall, this study provides a potential solution for future zero-emission vehicles by utilizing the heat and electric co-generation characteristic of the fuel cell, the isothermal characteristic of the metal hydride, and dehumidification and cooling characteristics of the liquid desiccant dehumidification system to extend the driving range of the electric vehicles and reduce energy consumption for cooling. Moreover, the proposed system can also provide domestic cooling loads and power by integrating the system into residential buildings.

How do natural resources and economic growth impact load capacity factor in selected Next-11 countries? Assessing the role of digitalization and government stability.

With growing environmental concerns, everyone's attention has shifted to how we use our limited materials supplies. Rapid economic expansion is dependent on heavy resource use, decreasing biodiversity and raising the ecological footprints (EF), resulting in a reduction in the load capacity factor (LCF). Because of this, scholars and policymakers are actively looking for approaches to improve the LCF without hindering economic growth (GDP). For similar reasons, this research aims at how the selected next eleven economies improved their LCF from 1990 to 2018 by analyzing the effect of digitalization (DIG), natural resources (NAT), GDP, globalization, and governance. To account for dependence across sections and slope variation, the cross-sectional augmented ARDL model is used in this research. The long-term findings indicate that LCF was diminished by dependence on NAT, globalization, and economic growth and was bolstered by DIG and sound governance. The work recommends that financial and policy support is needed for initiatives such as zero-emission vehicle production and energy-efficient building construction. By offering a line of credit at low interest rates, renewable energy projects can attract domestic and private investors.