{"query_echo":{"q":"","filters":{"analysis_type":["static analysis"]},"warnings":[{"code":"facet_value_not_in_vocabulary","message":"Value 'static analysis' for facet 'analysis_type' is not in the controlled vocabulary."}]},"total":{"value":2,"relation":"eq"},"page":1,"page_size":20,"self":"https://climateinsightsdirectory.org/api/v1/search?analysis_type=static+analysis","stability":"beta","ai_marking":{"digital_source_type":{"uri":"http://cv.iptc.org/newscodes/digitalsourcetype/trainedAlgorithmicMedia","name":"Created using Generative AI"},"notice":"Summary and key insights are generated using artificial intelligence."},"results":[{"id":"climstra-000181","url":"https://climateinsightsdirectory.org/document/climstra-000181","title":"Can China afford to commit to effective carbon pricing policies?","publisher":{"name":"Climate Strategies","organization":"climate-strategies"},"document_type":"research paper","language":"en","date_published":"2011-08","source_url":"https://climatestrategies.org/wp-content/uploads/2014/11/cs-china-competitiveness-iddri-final.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The paper assesses how different carbon tax rates (10 and 100 yuan/tCO2) affect various Chinese industrial sectors. It finds that while a low carbon price is a safe starting point, a higher price of 100 yuan/tCO2 would significantly impact energy-intensive sectors like ferrous metals and electricity, potentially reducing GDP by 1.1% unless revenue is redistributed to stimulate consumption. The study highlights the electricity sector as the primary driver for CO2 emission reductions and suggests that targeted carbon pricing for energy-intensive sectors could be more efficient than a nationwide policy.","ai_generated":true,"unit":"climstra-000181#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"A low carbon price of 10 yuan/tCO2 (approximately 1 euro/tCO2) is considered a \"safe starting point\" for introducing carbon pricing in China due to its minimal impact on industrial competitiveness.","ai_generated":true,"unit":"climstra-000181#insight-1","date_modified":"2026-10-23"},{"text":"Under a high carbon price of 100 yuan/tCO2, nine industrial sectors would be significantly affected based on European Commission carbon leakage criteria, representing 13% of China's total GDP and 36.9% of its total gross export value.","ai_generated":true,"unit":"climstra-000181#insight-2","date_modified":"2026-10-23"},{"text":"The ferrous metal production sector is identified as the most affected manufacturing sector under a 100 yuan/tCO2 tax, with a carbon cost to value-added (CtV) ratio of 16.7%.","ai_generated":true,"unit":"climstra-000181#insight-3","date_modified":"2026-10-23"},{"text":"A carbon tax of 100 yuan/tCO2 is projected to have significant macroeconomic negative impacts, including a 1.1% reduction in GDP, a 1.13% decrease in household and government consumption, and a 1.66% drop in employment.","ai_generated":true,"unit":"climstra-000181#insight-4","date_modified":"2026-10-23"},{"text":"The electricity and heat supply sectors are the largest contributors to CO2 emission reductions; under one scenario, they account for 476 million tons of the total 655 million ton reduction (an 11.15% decrease relative to baseline).","ai_generated":true,"unit":"climstra-000181#insight-5","date_modified":"2026-10-23"},{"text":"Redistributing carbon tax revenue to stimulate consumption (Scenario S3) is the most effective option, resulting in positive GDP growth (0.21%) and positive employment growth (1.07%), aligning with China's 12th Five Year Plan targets.","ai_generated":true,"unit":"climstra-000181#insight-6","date_modified":"2026-10-23"},{"text":"The model indicates that carbon pricing could help China's strategy to curb the expansion of energy-intensive sectors, as the output of energy supply sectors shrinks considerably (e.g., coal mining by -11.4%).","ai_generated":true,"unit":"climstra-000181#insight-7","date_modified":"2026-10-23"}],"climate_tags":["carbon price","carbon tax","emission trading","carbon leakage","greenhouse gas emissions","low-carbon economy"],"geography_discussed":["European Union","United States"],"frame_perspective":[],"analysis_type":["static analysis","computable general equilibrium (CGE) modelling"]},{"id":"rmi-000902","url":"https://climateinsightsdirectory.org/document/rmi-000902","title":"Feebates A Legislative Option to Encourage Continuous Improvements to Automobile Efficiency","publisher":{"name":"RMI","organization":"rmi"},"document_type":"report","language":"en","date_published":"2008-02","source_url":"https://rmi.org/app/uploads/2017/05/RMI_Document_Repository_Public-Reprts_Feebate_final.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The report proposes the feebate as a technology-neutral, self-financing policy to increase vehicle efficiency without restricting consumer choice. RMI recommends a constant rate per gallon of fuel saved and the use of size classes to ensure fair comparison between vehicles. Analysis of 2005 vehicle data suggests that the number of size classes has a more significant fiscal impact on manufacturers than the specific attribute used to define those classes. The document also examines the legal landscape, suggesting that state-level feebates may avoid federal preemption under CAFE standards, and critiques Canada's Vehicle Efficiency Incentive for using a 'step function' rather than a continuous one.","ai_generated":true,"unit":"rmi-000902#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"A feebate is designed to be self-financing by using surcharges from inefficient vehicles to pay for rebates for efficient ones, ensuring taxpayers do not fund the policy.","ai_generated":true,"unit":"rmi-000902#insight-1","date_modified":"2026-10-23"},{"text":"RMI recommends a constant rate for all vehicles to ensure that every gallon of fuel saved is valued equally, regardless of the vehicle's size or utility.","ai_generated":true,"unit":"rmi-000902#insight-2","date_modified":"2026-10-23"},{"text":"To maintain revenue neutrality and encourage continuous innovation, the 'pivot point'—the benchmark dividing efficient and inefficient vehicles—must be adjusted regularly.","ai_generated":true,"unit":"rmi-000902#insight-3","date_modified":"2026-10-23"},{"text":"Using multiple size classes prevents the policy from disproportionately impacting manufacturers of larger vehicles and preserves consumer choice by comparing like-sized vehicles.","ai_generated":true,"unit":"rmi-000902#insight-4","date_modified":"2026-10-23"},{"text":"Static analysis of 2005 vehicle data indicates that the number of size classes has a more significant fiscal impact on manufacturers than the specific attribute (such as footprint or interior volume) used to divide those classes.","ai_generated":true,"unit":"rmi-000902#insight-5","date_modified":"2026-10-23"},{"text":"Dividing size classes by equal sales volume is recommended over equal size range, as the latter can result in the largest vehicles having negligible surcharges.","ai_generated":true,"unit":"rmi-000902#insight-6","date_modified":"2026-10-23"},{"text":"RMI argues that state-level feebates based on a gallons-per-mile metric should not be federally preempted by Corporate Average Fuel Economy (CAFE) standards because they provide incentives rather than mandates.","ai_generated":true,"unit":"rmi-000902#insight-7","date_modified":"2026-10-23"},{"text":"The Canadian Vehicle Efficiency Incentive (VEI) is criticized for using a 'step function' rather than a continuous function, which creates financial discontinuities for vehicles near the threshold.","ai_generated":true,"unit":"rmi-000902#insight-8","date_modified":"2026-10-23"},{"text":"Implementing feebates at the manufacturer level may be more administratively efficient than at the point-of-sale, though it may reduce consumer awareness of fuel savings.","ai_generated":true,"unit":"rmi-000902#insight-9","date_modified":"2026-10-23"}],"climate_tags":["greenhouse gas emissions"],"geography_discussed":["Canada","California","District of Columbia","Hawaii"],"frame_perspective":[],"analysis_type":["policy analysis","static analysis","legal analysis"]}]}