The Offshore Wind Power Debate: Views from Cape Cod

Wind power resources on the eastern U.S. continental shelf are estimated to be over 400 GW, several times the electricity used by U.S. eastern coastal states. The first U.S. developer proposes to build 130 large (40 story tall) wind turbines in Nantucket Sound, just outside Massachusetts state waters. These would provide 420 MW at market prices, enough electricity for most of Cape Cod. The project is opposed by a vigorous and well-financed coalition. Polling shows local public opinion on the project almost equally divided. This article draws on semistructured interviews with residents of Cape Cod to analyze values, beliefs, and logic of supporters and opponents. For example, one value found to lead to opposition is that the ocean is a special place that should be kept natural and free of human intrusion. One line of argument found to lead to support is: The war in Iraq is problematic, this war is “really” over petroleum, Cape Cod generates electricity from oil, therefore, the wind project would improve U.S. security. Based on analysis of the values and reasoning behind our interview data, we identify four issues that are relevant but not currently part of the debate.     

Cultural Models of Pfiesteria : Toward Cultivating More Appropriate Risk Perceptions

Based on semistructured interviews (N = 7), informal interviewing (N = 63), and a survey (N = 790), this article describes the cultural models used by mid-Atlantic residents to understand Pfiesteria piscicida. A cultural model is a simplified way of understanding a complex system, shared by members of a culture. Eighty-eight percent of respondents understood Pfiesteria using one of four previously existing cultural models: a disease in fish, a parasite in fish, a water pollutant, and a toxin or poison. These models are not used by marine biologists, who are more likely to refer to Pfiesteria taxonomically or, in its fish killing form, to call it a predator. Our survey shows that the cultural model a respondent holds is correlated significantly with his or her believed pathway of human harm (e.g., eating fish versus swimming) and is correlated significantly but weakly with his or her behavioral responses. We conclude that existing cultural models, as the public has applied them to Pfiesteria, have led people to avoid a range of coastal activities and seafoods, in virtually all cases unnecessarily. Cultural models appear to explain public reaction better than previously hypothesized factors such as inaccurate media coverage. These findings suggest an approach to developing a pedagogical and communications strategy which could provide the public with a cultural model better matched to Pfiesteria.     

Electric vehicles: How much range is required for a day’s driving?

One full year of high-resolution driving data from 484 instrumented gasoline vehicles in the US is used to analyze daily driving patterns, and from those infer the range requirements of electric vehicles (EVs). We conservatively assume that EV drivers would not change their current gasoline-fueled driving patterns and that they would charge only once daily, typically at home overnight. Next, the market is segmented into those drivers for whom a limited-range vehicle would meet every day’s range need, and those who could meet their daily range need only if they make adaptations on some days. Adaptations, for example, could mean they have to either recharge during the day, borrow a liquid-fueled vehicle, or save some errands for the subsequent day. From this analysis, with the stated assumptions, we infer the potential market share for limited-range vehicles. For example, we find that 9% of the vehicles in the sample never exceeded 100 miles in one day, and 21% never exceeded 150 miles in one day. These drivers presumably could substitute a limited-range vehicle, like electric vehicles now on the market, for their current gasoline vehicle without any adaptation in their driving at all. For drivers who are willing to make adaptations on 2 days a year, the same 100 mile range EV would meet the needs of 17% of drivers, and if they are willing to adapt every other month (six times a year), it would work for 32% of drivers. Thus, it appears that even modest electric vehicles with today’s limited battery range, if marketed correctly to segments with appropriate driving behavior, comprise a large enough market for substantial vehicle sales. An additional analysis examines driving versus parking by time of day. On the average weekday at 5 pm, only 15% of the vehicles in the sample are on the road; at no time during the year are fewer than 75% of vehicles parked. Also, because the return trip home is widely spread in time, even if all cars plug in and begin charging immediately when they arrive home and park, the increased demand on the electric system is less problematic than prior analyses have suggested.