Executive Order Number Three, June 21, 2007

Orders that the use of E-85 fuel in the state's flexible-fuel vehicles shall be increased to at least 60% of fuel purchases, and instructs the Office of Energy Independence and DAS to develop a "State Government E-85 Use Plan .

Iowa Biodiesel and Ethanol Processing Plants, January 2006

Maps of Iowa's Biodiesel and Ethanol Processing Plants.

Iowa's E-85 Refueling Sites, 2007

I list of E-85 Refuling Sites in Iowa, produced by Iowa Department of Natural Resources.

State Government E85 Use Plan filed December 31, 2007

The State Government E85 Use Plan was mandated by Culver Executive Order 3 and was required to be submitted to the Governor’s Office December 31, 2007. The plan makes policy recommendations governing the use of E85 fuel by state government, the reporting of E85 fuel sales statewide, and establishes a task force to discuss biodiesel use for state government, local government, and private industry and make recommendations.

Draft environmental report on Cape Verde

Faced with recurrent drought and famine during five centuries of human occupation, the small and densely populated Cape Verde Islands have a history of severe environmental problems. The arid climate and steep, rocky terrain provide scant resources for traditional subsistance farming under the best conditions, and in years of low rainfall the failure of rainfed crops causes massive food shortages. Agricultural use of steep slopes where rainfall is highest has led to soil erosion, as has removal of the island's vegetation for fuel and livestock. Pressure on the vegetation is particularly severe in dry years. International aid can provide relief from famine, and the introduction of modern agricultural and conservation techniques can improve the land and increase yield, but it is unlikely that Cape Verde can ever be entirely self -sufficient in food. Ultimately, the solution of Cape Verde's economic and environmental problems will probably require the development of productive urban jobs so the population can shift away from the intensive and destructive use of land for subsistance farming. In the meantime, the people of Cape Verde can best be served by instituting fundamental measures to conserve and restore the land so that it can be used to its fullest potential. The primary environmental problems in Cape Verde today are: 1. Soil degradation. Encouraged by brief but heavy rains and steep slopes, soil erosion is made worse by lack of vegetation. Soils are also low in organic matter due to the practice of completely removing crop plants and natural vegetation for food, fuel or livestock feed. 2. Water shortage. Brief and erratic rainfall in combination with rapid runoff makes surface water scarce and difficult to use. Groundwater supplies can be better developed but capabilities are poorly known and the complex nature of the geological substrate makes estimation difficult. Water is the critical limiting factor to the agricultural capability of the islands. 3. Fuel shortage. Demand for fuel is intense and has resulted in the virtual elimination of native vegetation. Fuelwood supplies are becoming more and more scarce and costly. Development of managed fuelwood plantations and alternate energy sources is required. 4. Inappropriate land use. Much of the land now used for raising crops or livestock is too steep or too arid for these purposes, causing erosion and destruction of vegetation. Improving yield in more appropriate areas and encouraging less damaging uses of the remaining marginal lands can help to alleviate this problem.

Currently Registered Flex Fuel Vehicles as of Jan. 27, 2009

House File 2754 requires by Feb. 1 of each year the Iowa Department of Transportation shall deliver a report to the governor and legislative services agency regarding flexible fuel vehicles registered in Iowa. This report reflects the flexible fuel vehicles registered in Iowa as of Jan. 27, 2009.

Charting Our Own Course: Today’s Challenges, Tomorrow’s Opportunities, December 2008

The Office of Energy Independence presents Iowa’s second annual energy independence plan, which highlights accomplishments achieved thus far and makes recommendations for the coming year. This plan shows that Iowa has made significant progress in building the foundation for reaching energy independence in just the past year. Continued investment and further efforts will enable Iowa to push toward even greater advances, while creating new jobs and diversifying local economies. With those aims in mind, the state has been investing extensively in the new energy economy. One important example is the Iowa Power Fund, an annual appropriation from the Iowa General Assembly administered by the Office of Energy Independence. In less than one year, the Office has received more than 160 project applications totaling more than $308 million in requests. The projects approved thus far will help advance Iowa’s wind and solar industries, foster new energy efficiency practices, and develop the bio fuels industry for a more economically and environmentally sustainable future. Iowa’s position as a leader in the new energy economy is dependent on the success of the Power Fund, and on the success of this plan. This plan clearly states that Iowa must boldly pursue a strong position in the emerging energy economy worldwide.

Optimal management of microgrids

Desenvolupament dels models matemàtics necessaris per a controlar de forma òptima la microxarxa existent als laboratoris del Institut de Recerca en Energia de Catalunya. Els algoritmes s'implementaran per tal de simular el comportament i posteriorment es programaran directament sobre els elements de la microxarxa per verificar el seu correcte funcionament.. Desenvolupament dels models matemàtics necessaris per a controlar de forma òptima la microxarxa existent als laboratoris del Institut de Recerca en Energia de Catalunya. Els algoritmes s'implementaran per tal de simular el comportament i posteriorment es programaran directament sobre els elements de la microxarxa per verificar el seu correcte funcionament.

Business Sphere, Vol. 21, no.1

These are exciting days in Iowa and the Upper Midwest—the preferred location for developing the green economy and the renewable energy industry. Forward looking policies of Governor Chet Culver, who has set a goal of making our state energy independent, and a ready response to new opportunities are moving Iowa forward in the vanguard of energy transformation. The adoption and consumption of alternative energy will continue to increase. We have succeeded where others are just beginning because we have the grain and crop residues that have made Iowa first in biofuels, sustained winds to get more of our electricity from wind than any other state, and research universities that are hotbeds of renewable energy innovation.

FY10 Biodiesel Fuel Revolving Fund Expenditures Report

The Seventy-ninth General Assembly of the State of Iowa, 2001 Regular Session passed Senate File 465, which was signed by the governor April 19, 2001. This act created the biodiesel fuel revolving fund (Fund) to be used to purchase biodiesel for use in the Iowa Department of Transportation’s (DOT) vehicles.

Ammonia volatilization in no-till system in the south-central region of the State of Paraná, Brazil

Ammonia (NH3) volatilization can reduce the efficiency of urea applied to the surface of no-till (NT) soils. Thus, the objectives of this study were to evaluate the magnitude of NH3 losses from surface-applied urea and to determine if this loss justifies the urea incorporation in soil or its substitution for other N sources under the subtropical climatic conditions of South-Central region of Paraná State, Brazil. The experiment, performed over four harvesting seasons in a clayey Hapludox followed a randomized block design with four replicates. A single dose of N (150 kg ha-1) to V5 growth stage of corn cultivated under NT system was applied and seven treatments were evaluated, including surface-applied urea, ammonium sulfate, ammonium nitrate, urea with urease inhibitor, controlled-release N source, a liquid N source, incorporated urea, and a control treatment with no N application. Ammonia volatilization was evaluated for 20 days after N application using a semi-open static system. The average cumulative NH3 loss due to the superficial application of urea was low (12.5 % of the applied N) compared to the losses observed in warmer regions of Southeastern Brazil (greater than 50 %). The greatest NH3 losses were observed in dry years (up to 25.4 % of the applied N), and losses decreased exponentially as the amount of rainfall after N application increased. Incorporated urea and alternative N sources, with the exception of controlled-release N source, decreased NH3 volatilization in comparison with surface-applied urea. Urea incorporation is advantageous for the reduction of NH3 volatilization; however, other aspects as its low operating efficiency should be considered before this practice is adopted. In the South-Central region of Paraná, the low NH3 losses from the surface-applied urea in NT system due to wet springs and mild temperatures do not justify its replacement for other N sources.

2011 Road Use Tax Fund (RUTF) Study A report to the Iowa Legislature, per 2011 Iowa Code Section 307.31

The transportation system is in demand 24/7 and 365 days a year irrespective of neither the weather nor the conditions. Iowa’s transportation system is an integral and essential part of society serving commerce and daily functions of all Iowans across the state. A high quality transportation system serves as the artery for economic activity and, the condition of the infrastructure is a key element for our future growth opportunities. A key component of Iowa’s transportation system is the public roadway system owned and maintained by the state, cities and counties. In order to regularly re-evaluate the conditions of Iowa’s public roadway infrastructure and assess the ability of existing revenues to meet the needs of the system, the Iowa Department of Transportation’s 2006 Road Use Tax Fund (RUTF) report to the legislature included a recommendation that a study be conducted every five years. That recommendation was included in legislation adopted in 2007 and signed into law. The law specifically requires the following (2011 Iowa Code Section 307.31): •“The department shall periodically review the current revenue levels of the road use tax fund and the sufficiency of those revenues for the projected construction and maintenance needs of city, county, and state governments in the future. The department shall submit a written report to the general assembly regarding its findings by December 31 every five years, beginning in 2011. The report may include recommendations concerning funding levels needed to support the future mobility and accessibility for users of Iowa's public road system.” •“The department shall evaluate alternative funding sources for road maintenance and construction and report to the general assembly at least every five years on the advantages and disadvantages and the viability of alternative funding mechanisms.” Consistent with this requirement, the Iowa Department of Transportation (DOT) has prepared this study. Recognizing the importance of actively engaging with the public and transportation stakeholders in any discussion of public roadway conditions and needs, Governor Terry E. Branstad announced on March 8, 2011, the creation of, and appointments to, the Governor’s Transportation 2020 Citizen Advisory Commission (CAC). The CAC was tasked with assisting the Iowa DOT as they assess the condition of Iowa’s roadway system and evaluate current and future funding available to best address system needs. In particular the CAC was directed to gather input from the public and stakeholders regarding the condition of Iowa’s public roadway system, the impact of that system, whether additional funding is needed to maintain/improve the system, and, if so, what funding mechanisms ought to be considered. With this input, the CAC prepared a report and recommendations that were presented to Governor Branstad and the Iowa DOT in November 2011 for use in the development of this study. The CAC’s report is available at www.iowadot.gov/transportation2020/pdfs/CAC%20REPORT%20FINAL%20110211.pdf. The CAC’s report was developed utilizing analysis and information from the Iowa DOT. Therefore, the report forms the basis for this study and the two documents are very similar. Iowa is fortunate to have an extensive public roadway system that provides access to all areas of the state and facilitates the efficient movement of goods and people. However, it is also a tremendous challenge for the state, cities and counties to maintain and improve this system given flattening revenue, lost buying power, changing demands on the system, severe weather, and an aging system. This challenge didn’t appear overnight and for the last decade many studies have been completed to look into the situation and the legislature has taken significant action to begin addressing the situation. In addition, the Iowa DOT and Iowa’s cities and counties have worked jointly and independently to increase efficiency and streamline operations. All of these actions have been successful and resulted in significant changes; however, it is apparent much more needs to be done. A well-maintained, high-quality transportation system reduces transportation costs and provides consistent and reliable service. These are all factors that are critical in the evaluation companies undertake when deciding where to expand or locate new developments. The CAC and Iowa DOT heard from many Iowans that additional investment in Iowa’s roadway system is vital to support existing jobs and continued job creation in the state of Iowa. Beginning June 2011, the CAC met regularly to review material and discuss potential recommendations to address Iowa’s roadway funding challenges. This effort included extensive public outreach with meetings held in seven locations across Iowa and through a Transportation 2020 website hosted by the Iowa DOT (www.iowadot.gov/transportation2020). Over 500 people attended the public meetings held through the months of August and September, with 198 providing verbal or written comment at the meetings or through the website. Comments were received from a wide array of individuals. The public comments demonstrated overwhelming support for increased funding for Iowa’s roads. Through the public input process, several guiding principles were established to guide the development of recommendations. Those guiding principles are: • Additional revenues are restricted for road and bridge improvements only, like 95 percent of the current state road revenue is currently. This includes the fuel tax and registration fees. • State and local governments continue to streamline and become more efficient, both individually and by looking for ways to do things collectively. • User fee concept is preserved, where those who use the roads pay for them, including non¬residents. • Revenue-generating methods equitable across users. • Increase revenue generating mechanisms that are viable now but begin to implement and set the stage for longer-term solutions that bring equity and stability to road funding. • Continue Iowa’s long standing tradition of state roadway financing coming from pay-as-you-go financing. Iowa must not fall into the situation that other states are currently facing where the majority of their new program dollars are utilized to pay the debt service of past bonding. Based on the analysis of Iowa’s public roadway needs and revenue and the extensive work of the Governor’s Transportation 2020 Citizen Advisory Commission, the Iowa DOT has identified specific recommendations. The recommendations follow very closely the recommendations of the CAC (CAC recommendations from their report are repeated in Appendix B). Following is a summary of the recommendations which are fully documented beginning on page 21. 1. Through a combination of efficiency savings and increased revenue, a minimum of $215 million of revenue per year should be generated to meet Iowa’s critical roadway needs. 2. The Code of Iowa should be changed to require the study of the sufficiency of the state’s road funds to meet the road system’s needs every two years instead of every five years to coincide with the biennial legislative budget appropriation schedule. 3.Modify the current registration fee for electric vehicles to be based on weight and value using the same formula that applies to most passenger vehicles. 4.Consistent with existing Code of Iowa requirements, new funding should go to the TIME-21 Fund up to the cap ($225 million) and remaining new funding should be distributed consistent with the Road Use Tax Fund distribution formula. 5.The CAC recommended the Iowa DOT at least annually convene meetings with cities and counties to review the operation, maintenance and improvement of Iowa’s public roadway system to identify ways to jointly increase efficiency. In direct response to this recommendation, Governor Branstad directed the Iowa DOT to begin this effort immediately with a target of identifying $50 million of efficiency savings that can be captured from the over $1 billion of state revenue already provided to the Iowa DOT and Iowa’s cities and counties to administer, maintain and improve Iowa’s public roadway system. This would build upon past joint and individual actions that have reduced administrative costs and resulted in increased funding for improvement of Iowa’s public roadway system. Efficiency actions should be quantified, measured and reported to the public on a regular basis. 6.By June 30, 2012, Iowa DOT should complete a study of vehicles and equipment that use Iowa’s public roadway system but pay no user fees or substantially lower user fees than other vehicles and equipment.

Characterization and nutrient release from silicate rocks and influence on chemical changes in soil

The expansion of Brazilian agriculture has led to a heavy dependence on imported fertilizers to ensure the supply of the growing food demand. This fact has contributed to a growing interest in alternative nutrient sources, such as ground silicate rocks. It is necessary, however, to know the potential of nutrient release and changes these materials can cause in soils. The purpose of this study was to characterize six silicate rocks and evaluate their effects on the chemical properties of treated soil, assessed by chemical extractants after greenhouse incubation. The experimental design consisted of completely randomized plots, in a 3 x 6 factorial scheme, with four replications. The factors were potassium levels (0-control: without silicate rock application; 200; 400; 600 kg ha-1 of K2O), supplied as six silicate rock types (breccia, biotite schist, ultramafic rock, phlogopite schist and two types of mining waste). The chemical, physical and mineralogical properties of the alternative rock fertilizers were characterized. Treatments were applied to a dystrophic Red-Yellow Oxisol (Ferralsol), which was incubated for 100 days, at 70 % (w/w) moisture in 3.7 kg/pots. The soil was evaluated for pH; calcium and magnesium were extracted with KCl 1 mol L-1; potassium, phosphorus and sodium by Mehlich 1; nickel, copper and zinc with DTPA; and the saturation of the cation exchange capacity was calculated for aluminum, calcium, magnesium, potassium, and sodium, and overall base saturation. The alternative fertilizers affected soil chemical properties. Ultramafic rock and Chapada mining byproduct (CMB) were the silicate rocks that most influenced soil pH, while the mining byproduct (MB) led to high K levels. Zinc availability was highest in the treatments with mining byproduct and Cu in soil fertilized with Chapada and mining byproduct.

Ammonia volatilization from nitrogen fertilizers in no-till wheat and maize in southern Brazil

Crop residues on the soil surface of no-till systems can intensify ammonia volatilization from N fertilizers applied to cereal crops. This study assessed the magnitude of N losses through ammonia volatilization from urea applied to no-till winter (wheat) and summer crops (maize) on a Typic Hapludox in the south-central region of Paraná, southern Brazil. In addition, the potential of alternative N sources (urea with urease inhibitor, liquid fertilizer, ammonium nitrate and ammonium sulfate) and different urea managements (fertilizer applied in the morning or afternoon) were evaluated. Two experiments with maize and wheat were carried out for two years, arranged in a randomized block design with four replications. Nitrogen volatilization losses were assessed with a semi-open static collector until 21 days after fertilization. In winter, the losses were low (<5.5 % of applied N) for all N sources, which were not distinguishable, due to the low temperatures. In the summer, volatilization rates from urea were higher than in the winter, but did not exceed 15 % of applied N. The main factor decreasing N losses in the summer was the occurrence of rainfall in the first five days after fertilization. Urea with urease inhibitor, nitrate and ammonium sulfate were efficient to decrease ammonia volatilization in maize, whereas the application time (morning or afternoon) had no influence.