{"query_echo":{"q":"","filters":{"analysis_type":["system dynamics"]},"warnings":[{"code":"facet_value_not_in_vocabulary","message":"Value 'system dynamics' for facet 'analysis_type' is not in the controlled vocabulary."}]},"total":{"value":4,"relation":"eq"},"page":1,"page_size":20,"self":"https://climateinsightsdirectory.org/api/v1/search?analysis_type=system+dynamics","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":"iisd-003446","url":"https://climateinsightsdirectory.org/document/iisd-003446","title":"Exploring the Economic, Social, and Environmental Outcomes of Subsidy Schemes for Electric Vehicles in India","publisher":{"name":"International Institute for Sustainable Development","organization":"international-institute-for-sustainable-development"},"document_type":"report","language":"en","date_published":"2024-01","source_url":"https://www.iisd.org/system/files/2024-02/savi-electric-vehicles-india-fame-policy.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","analysis_type"],"summary":{"text":"The report evaluates the FAME II policy in India, finding that it generates significant net benefits by replacing internal combustion engine (ICE) vehicles with electric vehicles (EVs). Using the SAVi methodology, the analysis demonstrates that while the conventional benefit-cost ratio (BCR) remains constant at 1.58 across scenarios, the government's BCR increases as its subsidy contribution decreases. The highest cumulative net benefits (INR 1,606.90 billion) occur in the scenario with the lowest government contribution (25%), as this shifts more of the investment burden to consumers while still stimulating EV uptake. The primary drivers of these benefits are the avoided investment and operation costs of ICE vehicles and reduced fuel use, all of which are borne by users rather than the state.","ai_generated":true,"unit":"iisd-003446#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"The FAME II policy is projected to deliver substantial cumulative net benefits, with the highest value of INR 1,606.90 billion occurring in Scenario 4, where the government's cost contribution is lowest at 25%.","ai_generated":true,"unit":"iisd-003446#insight-1","date_modified":"2026-10-23"},{"text":"The most significant monetary values across all analyzed scenarios are the avoided investment costs of internal combustion engine (ICE) vehicles, followed by avoided fuel use and avoided operation and maintenance (O&M) costs of ICE vehicles.","ai_generated":true,"unit":"iisd-003446#insight-2","date_modified":"2026-10-23"},{"text":"The conventional benefit-cost ratio (BCR) for the FAME II policy is identical at 1.58 across all four scenarios because the benefits accrued per electric vehicle sold remain constant regardless of the total investment level.","ai_generated":true,"unit":"iisd-003446#insight-3","date_modified":"2026-10-23"},{"text":"There is an inverse relationship between the government's subsidy contribution and the resulting BCRs: as the government's share of the EV cost decreases, the BCR from the government's perspective increases, while the BCR for households and the private sector decreases.","ai_generated":true,"unit":"iisd-003446#insight-4","date_modified":"2026-10-23"},{"text":"The FAME II policy generates additional economic benefits through employment creation in EV manufacturing, battery production, and power generation.","ai_generated":true,"unit":"iisd-003446#insight-5","date_modified":"2026-10-23"},{"text":"Environmental benefits of the policy include avoided costs related to air pollution, carbon dioxide (CO2) emissions, and noise pollution.","ai_generated":true,"unit":"iisd-003446#insight-6","date_modified":"2026-10-23"},{"text":"As of December 31, 2022, the FAME II program had reached 51.96% of its target for EV sales, with approximately 70% of the total allocated funds remaining to be utilized.","ai_generated":true,"unit":"iisd-003446#insight-7","date_modified":"2026-10-23"}],"climate_tags":["electric vehicle","electromobility","climate finance","greenhouse gas emissions","air pollution","carbon dioxide emissions","renewable energy","photovoltaics","hydropower","sustainable transport"],"geography_discussed":[],"frame_perspective":[],"analysis_type":["cost-benefit analysis","system dynamics","scenario analysis"]},{"id":"iisd-002002","url":"https://climateinsightsdirectory.org/document/iisd-002002","title":"Sustainable Asset Valuation of a Bus Rapid Transit System in Bandung, Indonesia","publisher":{"name":"International Institute for Sustainable Development","organization":"international-institute-for-sustainable-development"},"document_type":"report","language":"en","date_published":"2023-07","source_url":"https://www.iisd.org/system/files/2023-08/savi-brt-bandung-indonesia.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The SAVi assessment of a proposed 27.4 km BRT system in Bandung, Indonesia, demonstrates that the project is highly profitable from macroeconomic and societal perspectives, despite being economically unviable under conventional financial analysis. While a traditional benefit-cost ratio (BCR) is low (0.27 to 0.28), the sustainable BCR (S-BCR), which includes non-tangible social and environmental benefits, ranges from 6.67 to 7.67. The largest benefits are derived from the value of time saved and increased retail revenues. The report concludes that the project's societal benefits significantly outweigh its investment costs, providing a strong case for sustainable mobility investment in the city.","ai_generated":true,"unit":"iisd-002002#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"The proposed BRT system in Bandung consists of 27.4 km of infrastructure, including 18.2 km of segregated lanes and 9.2 km in mixed traffic, with a vehicle fleet of 357 buses and an estimated infrastructure cost of IDR 939.119 billion (USD 65.941 million).","ai_generated":true,"unit":"iisd-002002#insight-1","date_modified":"2026-10-23"},{"text":"Conventional financial analysis, which only considers tangible parameters like capital and O&M costs, revenues, employment income, and fuel savings, shows the project is not economically viable with a BCR of 0.27 for the current scenario and 0.28 for the high-ambition scenario.","ai_generated":true,"unit":"iisd-002002#insight-2","date_modified":"2026-10-23"},{"text":"When integrating social and environmental externalities, the sustainable benefit-cost ratio (S-BCR) increases more than 20-fold, ranging from 6.67 in the current scenario to 7.67 in the high-ambition scenario.","ai_generated":true,"unit":"iisd-002002#insight-3","date_modified":"2026-10-23"},{"text":"The most significant economic benefit is the value of time saved, estimated at IDR 26,385 billion for the current scenario and IDR 55,477 billion for the high-ambition scenario over the project period (2022–2050).","ai_generated":true,"unit":"iisd-002002#insight-4","date_modified":"2026-10-23"},{"text":"The BRT system is expected to generate substantial retail benefits due to improved walkability around stations, valued at IDR 6,392 billion in the current scenario and IDR 13,150 billion in the high-ambition scenario.","ai_generated":true,"unit":"iisd-002002#insight-5","date_modified":"2026-10-23"},{"text":"The project is estimated to reduce CO2 emissions by between 1.2 million and 2.7 million tonnes, with avoided costs valued at IDR 277.43 billion (current) and IDR 607.07 billion (high-ambition).","ai_generated":true,"unit":"iisd-002002#insight-6","date_modified":"2026-10-23"},{"text":"The BRT system is projected to improve road safety by avoiding between 646 and 1,507 accidents, including 205 to 479 fatalities, with avoided costs ranging from IDR 33.09 billion to IDR 70.72 billion.","ai_generated":true,"unit":"iisd-002002#insight-7","date_modified":"2026-10-23"},{"text":"The project is expected to create 677 jobs during the 2022–2050 period, resulting in a cumulative income creation from discretionary spending of IDR 323.94 billion for both scenarios.","ai_generated":true,"unit":"iisd-002002#insight-8","date_modified":"2026-10-23"},{"text":"Analysis of debt financing indicates that ticket revenues alone are insufficient to cover costs, but the project could break even by internalizing between 12% and 19% of the monetized externalities or leveraging tax revenues from benefits at rates between 13.2% and 21%.","ai_generated":true,"unit":"iisd-002002#insight-9","date_modified":"2026-10-23"}],"climate_tags":["bus rapid transit","sustainable transport","carbon dioxide emissions","air pollution","public transport","climate finance","urban transport"],"geography_discussed":["West Java","Bogotá","Colombia","Dakar","Senegal"],"frame_perspective":[],"analysis_type":["cost-benefit analysis","system dynamics","financial modeling","scenario analysis"]},{"id":"iisd-003450","url":"https://climateinsightsdirectory.org/document/iisd-003450","title":"A Sustainable Asset Valuation of Non-Motorized Transport in Coimbatore, India","publisher":{"name":"International Institute for Sustainable Development","organization":"international-institute-for-sustainable-development"},"document_type":"report","language":"en","date_published":"2023-05","source_url":"https://www.iisd.org/system/files/2023-05/savi-non-motorized-transport-coimbatore-india.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The SAVi assessment of Coimbatore's NMT plan, which involves 300 km of routes to be implemented by 2035, demonstrates that the project is highly profitable from a societal perspective. While a conventional benefit-cost ratio (BCR) suggests the project is not economically viable (0.47 to 0.50), the sustainable benefit-cost ratio (S-BCR), which includes externalities, ranges from 4.75 to 4.93. The largest individual benefit is the avoided cost of traffic accidents, valued at INR 30,144 million. Other significant gains include health benefits from physical activity and reduced fuel costs, although these are partially offset by the health costs of increased air pollution exposure for cyclists.","ai_generated":true,"unit":"iisd-003450#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"The NMT network in Coimbatore is projected to be highly profitable from a societal and macroeconomic perspective, with cumulative discounted net benefits ranging from INR 37,104 million (low estimate) to INR 38,911 million (high estimate) over a 23-year period (2022–2045).","ai_generated":true,"unit":"iisd-003450#insight-1","date_modified":"2026-10-23"},{"text":"There is a stark difference between conventional and sustainable valuations: the conventional BCR (considering only tangible costs and fuel/road maintenance savings) is 0.47 to 0.50, whereas the S-BCR (including all social and environmental externalities) is 4.75 to 4.93.","ai_generated":true,"unit":"iisd-003450#insight-2","date_modified":"2026-10-23"},{"text":"The most significant individual financial benefit of the NMT network is the reduction in traffic accident costs, valued at INR 30,144 million.","ai_generated":true,"unit":"iisd-003450#insight-3","date_modified":"2026-10-23"},{"text":"The NMT plan identifies 300 km of routes to be completed by 2035, with total investment costs of INR 9,895 million. It is expected to benefit approximately 1 million people (60% of the population) and reduce passenger transport CO2 emissions by up to 13%.","ai_generated":true,"unit":"iisd-003450#insight-4","date_modified":"2026-10-23"},{"text":"Health benefits from increased physical activity are estimated at INR 8,172 million, while avoided costs from reduced air pollution range between INR 94 million and INR 722 million.","ai_generated":true,"unit":"iisd-003450#insight-5","date_modified":"2026-10-23"},{"text":"A negative health impact is identified for cyclists due to increased exposure to air pollutants in the urban environment, resulting in a cumulative net cost of INR 3,041 million.","ai_generated":true,"unit":"iisd-003450#insight-6","date_modified":"2026-10-23"},{"text":"The NMT network is expected to generate economic gains through increased retail revenues (INR 2,730 million) and a one-time increase in property values between INR 917 million and INR 1,834 million.","ai_generated":true,"unit":"iisd-003450#insight-7","date_modified":"2026-10-23"},{"text":"Other quantified avoided costs include fuel savings of INR 4,184 million, noise pollution reduction of INR 875 million, and CO2 emission reductions valued at INR 164 million.","ai_generated":true,"unit":"iisd-003450#insight-8","date_modified":"2026-10-23"}],"climate_tags":["sustainable transport","carbon dioxide emissions","air pollution","climate finance","effects of climate change on human health","active mobility"],"geography_discussed":["India","Tamil Nadu","Delhi","Nagpur","Maharashtra"],"frame_perspective":[],"analysis_type":["cost-benefit analysis","system dynamics","sustainable asset valuation"]},{"id":"iisd-002032","url":"https://climateinsightsdirectory.org/document/iisd-002032","title":"Évaluation des actifs durables (SAVi) du parc éolien de Taïba N’Diaye au Sénégal","publisher":{"name":"International Institute for Sustainable Development","organization":"international-institute-for-sustainable-development"},"document_type":"report","language":"fr","date_published":"2019-06","source_url":"https://www.iisd.org/system/files/publications/savi-senegal-ndiaye-wind-farm-fr.pdf","generator":"Climate Insights Directory","generated_fields":["summary","key_insights","climate_tags","geography_discussed","analysis_type"],"summary":{"text":"The report evaluates the Taïba N’Diaye wind farm in Senegal, comparing it to coal and heavy fuel oil (HFO) power generation. Using the SAVi methodology, it finds that while coal appears cheaper in conventional financial analyses, the wind farm is the most beneficial option when accounting for climate risks and external effects. The wind farm minimizes environmental impacts, maximizes socio-economic benefits such as job creation, and achieves a lower integrated Levelized Cost of Electricity (LCOE) than the fossil fuel alternatives.","ai_generated":true,"unit":"iisd-002032#summary","date_modified":"2026-10-23"},"key_insights":[{"text":"The Taïba N’Diaye wind farm is designed to inject 158.7 MW of electricity into the Senegalese grid using 48 turbines installed on 49.5 hectares of former agricultural land in the Thiès region.","ai_generated":true,"unit":"iisd-002032#insight-1","date_modified":"2026-10-23"},{"text":"Conventional cost-benefit analysis (Scenario 0) suggests coal is the cheapest option with an LCOE of 33,452 francs CFA/MWh, compared to 43,337 francs CFA/MWh for wind and 145,659 francs CFA/MWh for heavy fuel oil (HFO).","ai_generated":true,"unit":"iisd-002032#insight-2","date_modified":"2026-10-23"},{"text":"When integrating climate risks and external effects (Scenario 2), the wind farm becomes the most affordable option with an LCOE of 43,266 francs CFA/MWh, while coal's LCOE rises to 52,998 francs CFA/MWh due to negative externalities like the social cost of carbon.","ai_generated":true,"unit":"iisd-002032#insight-3","date_modified":"2026-10-23"},{"text":"The wind farm generates significantly more employment than fossil fuel alternatives, providing at least 66 full-time equivalent (FTE) jobs per year, compared to 15 for HFO and 11 for coal.","ai_generated":true,"unit":"iisd-002032#insight-4","date_modified":"2026-10-23"},{"text":"Choosing the wind farm over HFO or coal could avoid the emission of 2.1 to 6 million tonnes of CO2eq between 2019 and 2042.","ai_generated":true,"unit":"iisd-002032#insight-5","date_modified":"2026-10-23"},{"text":"In a holistic financial analysis (Scenario 2), the wind farm's Net Present Value (NPV) of 157.38 million USD surpasses that of coal (129.64 million USD), making it the more attractive sustainable investment.","ai_generated":true,"unit":"iisd-002032#insight-6","date_modified":"2026-10-23"},{"text":"Heavy fuel oil (HFO) is deemed financially non-viable across all scenarios, with a life-cycle NPV of approximately -1 billion USD due to high fuel costs and combustion inefficiency.","ai_generated":true,"unit":"iisd-002032#insight-7","date_modified":"2026-10-23"},{"text":"External effects for coal and HFO are two to three times higher than those for wind, with the social cost of carbon being a primary driver of these costs.","ai_generated":true,"unit":"iisd-002032#insight-8","date_modified":"2026-10-23"}],"climate_tags":["coal power","carbon tax","climate risk","job creation","land use","greenhouse gas emissions"],"geography_discussed":["Tivaouane"],"frame_perspective":[],"analysis_type":["cost-benefit analysis","financial analysis","scenario simulation","system dynamics"]}]}