All five Iowans in the U.S. House are co-sponsoring a bill that would require the U.S. Army Corps of Engineers “to revise the Missouri River Master Manual to increase the total amount of storage space within the Missouri River Reservoir System that is allocated for flood control.” After the jump I’ve posted more details on that bill and other news about the Iowans in Congress.

Iowa Department of Transportation officials have asked the Federal Railroad Administration to separate the $230 million federal grant intended to support passenger rail service from Chicago to Iowa City. Separating the funds would allow the Illinois Department of Transportation to move ahead with the Chicago to Moline (Quad Cities) portion of the rail line. Meanwhile, the Iowa DOT will study a potential passenger rail link all the way to Omaha, Nebraska.

Catching up on news from last week, Governor Terry Branstad has withdrawn Iowa’s membership in the leading advocacy group for passenger rail connecting the Midwest.  

Former State Representative Geri Huser, one of Iowa’s surprise losers in November 2010, has landed a senior position in state government with the Iowa Finance Authority.

The volatile stock market, Wisconsin recall elections and run-up to the Ames straw poll have dominated political news coverage this week, overshadowing a story that may have more far-reaching implications. Starting in 2014, fuel efficiency and greenhouse gas emissions standards will apply to medium and heavy-duty trucks for the first time in U.S. history.

While in pro-forma session for 59 seconds today, Senate Democrats passed a six-week extension of the Federal Aviation Administration’s authorization. Since the bill had already passed the U.S. House, it went straight to President Barack Obama. He signed it right away, ending the partial shutdown of the FAA that began on July 22. Furloughed FAA employees can go back to work, and airport construction projects put on hold can resume.

The short-term extension contains some cuts to the Essential Air Service program subsidizing service to small airports (including three in Iowa). House Republicans want to phase out that program, while most Democrats want to preserve it. The bill passed today does not include Republican-backed language that would make it more difficult for airline workers to join a union.

LATE UPDATE: The FAA shutdown delayed planned upgrades at the Southeast Iowa Regional Airport in Burlington, possibly until after the winter.

About 4,000 Federal Aviation Administration employees are on furlough and many airport construction projects are on hold because the U.S. House and Senate failed to agree on a bill extending the FAA’s authorization. Depending on how and when Congress resolves this dispute, several Iowa airports and the travelers who use them could be affected.  

The Iowa legislature barely kept hope alive for future funding to support a passenger rail link connecting Iowa City to Chicago, via the Quad Cities. However, most Iowa Transportation Commission members back the Amtrak project and would consider moving funds from other areas to make it happen.

For months, the Des Moines rumor mill has said former Governor Chet Culver was under consideration for some federal government position. The speculation was confirmed this week when President Barack Obama named Culver to the Federal Agricultural Mortgage Corporation board of directors. An excerpt from the White House press release is after the jump.

Better known as “Farmer Mac,” the corporation purchases agricultural loans, in theory freeing up credit to “improve the ability of agricultural lenders to provide credit to America’s farmers, ranchers and rural homeowners, businesses and communities.” Farmer Mac also “finances rural electric and telephone cooperatives.”

Many Iowa politics-watchers will recognize the name of the Farmer Mac board chairman: Lowell Junkins. He served 12 years in the Iowa Senate, rising to the position of majority leader, before he ran for governor against Terry Branstad in 1986. President Bill Clinton appointed Junkins to the Farmer Mac board in 1996.

In April of this year, Culver formed a consulting firm “to work with individuals and public and private sector entities to provide strategic consulting, cut through red tape and promote cutting-edge ideas that will move the country forward.” He also became “co-champion” of the national popular vote movement, an effort to ensure that the winner of the presidential election is the candidate who wins the most popular votes.

There was bad news for travelers in north central Iowa this week. Delta Airlines announced plans to drop service to 24 unprofitable small markets across the country, including Fort Dodge and Mason City. According to KSCG radio, “Delta flights in Mason City have a 46-percent load factor, with Fort Dodge flights having a 39-percent load factor.” Senator Tom Harkin warned in a statement that Delta’s decision “could disrupt air service across the state, forcing Iowans to drive farther and travel for longer periods of time to meet their destination.  It will also negatively impact business operations in these areas.” Harkin noted that Delta is also seeking aid to continue serving Sioux City and Waterloo. The whole statement from Harkin’s office is after the jump. The Republican-controlled House of Representatives passed a bill this year eliminating the Essential Air Service program, which subsidizes air travel to smaller communities. The Senate is trying to preserve the program, but House and Senate negotiators haven’t reached a compromise on that provision, which is part of a larger Federal Aviation Administration authorization bill.

By the way, that FAA bill passed the House on a mostly party-line vote (roll call). Republicans Tom Latham (IA-04) and Steve King (IA-05) voted for the bill, while Democrats Leonard Boswell (IA-03), Dave Loebsack (IA-02) and Bruce Braley (IA-01) voted against it. Currently Burlington, Mason City and Fort Dodge are the only Iowa communities receiving support through the Essential Air Service program. Loebsack represents the Burlington area, while Latham represents Mason City and Fort Dodge. Both of those cities are part of the new fourth Congressional district, where King will be running against former First Lady Christie Vilsack in 2012.

This is an open thread. What’s on your mind, Bleeding Heartland readers?

UPDATE: Someone tried to break into Representative Leonard Boswell’s farm outside Lamoni on Saturday night. Boswell was there with members of his family at the time. No one was seriously injured; a statement from Boswell’s office Sunday morning suggests that the intruder hasn’t been apprehended. That statement is after the jump.

The last day of fiscal year 2011 has arrived, and Iowa lawmakers still have not completed work on next year’s budget. Several pieces have cleared the Iowa House and Senate after backroom deals were reached on some contention issues. Notably, House Republicans and Senate Democrats reached a compromise on preschool and K-12 school funding. However, abortion language is still holding up the health and human services budget bill, covering a huge chunk of Iowa government spending.

More details about this week’s budget deal-making are after the jump. I will update this post throughout the day as news emerges from the Iowa House and Senate. Legislators plan to pass a one-month stopgap budget to keep state government funded while Governor Terry Branstad reviews the budget bills that reach his desk. (The governor has the power to item-veto certain appropriations.) As of this morning, the same abortion dispute blocking the health and human services bill is holding up passage of the stopgap budget.

Democratic and Republican negotiators gave up trying to find a compromise on property tax reform earlier this week. Both the Iowa House and Senate have passed property tax reform legislation, but the approaches differ vastly from one another and from Branstad’s preferred approach. If the governor calls a special legislative later this year, property taxes may come back on the agenda.

UPDATE: The last budget bills passed during the afternoon on June 30. The House approved the 30-day stopgap budget, 87 to 7. State representatives who voted no were Democrats Vicki Lensing, Mary Mascher, Mary Wolfe, Cindy Winckler and Beth Wessel-Kroeschell, and Republicans Tom Shaw and Kim Pearson.

The Health and Human Services budget conference committee report passed the Iowa House by a 61 to 33 vote. Most Republicans present voted yes, and most Democrats present voted no. Eight Democrats voted yes: Dennis Cohoon, Curt Hanson, Dan Muhlbauer, Brian Quirk, Andrew Wenthe, Chris Hall, Helen Miller, and Lisa Heddens. Four Republicans voted no: Kim Pearson, Glen Massie, Tom Shaw, and Jason Schultz. In other words, Republicans had the votes to pass the health and human services budget without any support from House Democrats.

The Iowa Senate approved the health and human services budget by a 27 to 18 vote. I don’t know yet who crossed party lines but will update once the Senate Journal containing roll call votes has been published.

After the jump I’ve added more details on the compromise Medicaid abortion coverage language. According to State Senator Jack Hatch, there will be “no change” to the circumstances in which Iowa women can receive Medicaid coverage for abortion costs.

Scroll to the end of this post for closing statements from House and Senate leaders of both political parties. Everyone sounds relieved to see the end of the third-longest session in Iowa legislature history.

Like other states, Iowa is digging a fiscal hole by not spending enough to repair roads, according to a report Smart Growth America and Taxpayers for Common Sense released this month. The non-profit Smart Growth America is “the only national organization dedicated to researching, advocating for and leading coalitions to bring smart growth practices to more communities nationwide.” Taxpayers for Common Sense is “a non-partisan budget watchdog” seeking “to achieve a government that spends taxpayer dollars responsibly and operates within its means.”

The “Repair Priorites” report notes that less than half of Iowa’s roads are in good condition, yet the state continues to spend disproportionately on new road construction rather than repair. Table 1 on pages 10 and 11 of this pdf file shows that Iowa has about 22,999 “state-owned lane-miles of major roads,” of which just 10,558 (46 percent) are in good condition. Iowa would need to spend about $552 million per year to repair and preserve state roads in good condition, but that figure exceeds the total Iowa Department of Transportation budget for capital investments. Between 2004 and 2008, Iowa was spending about $172 million per year on repair and preservation for state-maintained roads. That’s roughly 32 percent of the capital investment budget. Meanwhile, Iowa added 363 state-owned lane miles between 2004 and 2008, spending more than $190 million annually on road expansion (see table A4 on pages 29 and 30).

As time passes and roads deteriorate from “good” to “fair” or “poor” condition, repairs become far more expensive. Figure 3 on page 12 of the report shows that maintaining a road “in good condition over time costs less than half the cost of making major repairs after letting the same road deteriorate to poor condition.”

Excerpts from the “Repair Priorities” executive summary and Iowa fact sheet are after the jump.

Governor Terry Branstad has suggested that Iowa needs to increase the gas tax to pay for the long-term needs of the state’s road system. To protect taxpayers’ long-term interests, the governor and officials like Department of Transportation Director Paul Trombino should support investing more on road maintenance to reduce future costs.

Underscoring Iowa’s failure to maintain its vital infrastructure, a report Transportation for America released in March indicated that Iowa is the third-worst state for structurally deficient bridges. Earlier this year, Smart Growth America’s report on “smart transportation” policies for Iowa (pdf) recommended that state policy-makers: allocate more funds to maintain and repair roads and bridges; invest more in public transportation; assign some transportation money to grants that would reward “innovative least cost solutions”; and revisit the spending priorities in the Iowa Department of Transportation’s Long Range Transportation Plan.

Prospects for a passenger rail connection between Chicago and Iowa City do not look good as state budget negotiations continue between Governor Terry Branstad and legislative leaders. Last October, the federal government awarded $230 million toward a rail line from Chicago to Iowa City. The Chicago to Quad Cities portion of the project will go ahead, because the state of Illinois has approved matching funds. However, Iowa House Speaker Kraig Paulsen says House Republicans are still dead-set against allocating state funds in fiscal year 2012 to match the federal grant. Iowa would need to appropriate $10 million, plus approximately $3 million in annual operating subsidies, although local officials in communities that would benefit from the rail link have offered to cover some of the operating funding.

Earlier this month, Representative Bruce Braley (IA-01) urged state legislators not to pass up the chance “to stimulate Iowa’s economy and create jobs by funding the high-speed passenger rail line.” Braley serves on the House Transportation Committee and has long advocated passenger rail between Chicago and Dubuque as well as to the Quad Cities and Iowa City. With Republicans in control of the U.S. House, the federal government is unlikely to make further large investments in passenger rail as part of a transportation bill or an economic stimulus package.

Central Iowa elected officials and business leaders also support the planned line to Iowa City, with the hope that rail would eventually be extended through Des Moines to Council Bluffs/Omaha. This week Democratic State Senator Matt McCoy, who represents part of Des Moines, urged Governor Terry Branstad to get involved and advocate for the passenger rail funds. McCoy argued that the project has economic benefits, is cost-effective and would reduce oil consumption. I’ve posted an excerpt from his editorial after the jump.

Branstad has been saying for months that he opposes state subsidies for rail. (Never mind that roads receive far larger subsidies than train travel.) I had hoped that Chamber of Commerce and Greater Des Moines Partnership types would be able to change Branstad’s mind on this issue. However, the governor told EasternIowaGovernment.com last week that he was “letting them sort that [rail funding] out between the House and Senate.”

Two new reports examine how well Iowa and other states are serving people who travel on foot or by bicycle. Yesterday Transportation for America released Dangerous by Design 2011: Solving the Epidemic of Preventable Pedestrian Deaths. The report looks at factors contributing to 47,700 pedestrian deaths and more than 688,000 pedestrian injuries that happened in the U.S. from 2000 through 2009. Iowa didn’t emerge as one of the most dangerous states for pedestrians, but our state did conform to national trends showing ethnic minorities, lower-income residents, senior citizens and children are at greater risk of dying as pedestrians struck by vehicles.

Iowa placed sixth on the League of American Bicyclists 2011 Bicycle Friendly States rankings, but our state scored much better in some categories than others. Falling short in a couple of areas cost Iowa the “silver” or “bronze” recognition that several other states received.

Follow me after the jump for details from both reports and many other transportation links, including an update on passenger rail funding in Iowa.

Former Arkansas Governor Mike Huckabee announced on his Fox show last night that he will not be a candidate for president in 2012. I doubt many people were surprised, because Huckabee had done little to lay the groundwork for a campaign. Shortly after Huckabee visited Iowa on a book tour earlier this year, his 2008 state campaign manager Eric Woolson signed on with former Minnesota Governor Tim Pawlenty. Several other influential Huckabee backers from the last go-around are committed to other candidates as well, including State Senator Kent Sorenson and Wes Enos (now backing Representative Michele Bachmann) and former leaders of the Iowa Family Policy Center (supporting Judge Roy Moore).

It’s anyone’s guess who will benefit most from Huckabee’s absence. Every poll of Iowa Republican caucus-goers I’ve seen this year has put Huckabee in the lead. Former Massachusetts Governor Mitt Romney typically places second in those surveys, but he has signaled that he won’t campaign hard in Iowa this year. Judging from how other potential Republican presidential candidates reacted to yesterday’s news, Huckabee’s endorsement will be highly prized.

This story caught my eye: former Governor Chet Culver is co-chairing the National Popular Vote campaign, which seeks to ensure that the winner of the presidential election is the candidate who receives the most popular votes. Since a U.S. constitutional amendment to abolish the electoral college would never be ratified by enough states, the National Popular Vote campaign is seeking to prevent a repeat of the 2000 presidential election.

I was surprised to see Culver on board. When an Iowa Senate committee approved legislation in 2009 to assign Iowa’s electors to the winner of the nationwide popular vote (if enough other states approved the same reform), Culver spoke out against the bill. He warned, “If we require our Electoral College votes to be cast to the winner of the national popular vote, we lose our status as a battleground state.” Then Secretary of State Michael Mauro also opposed the bill, saying, “Under this proposal, it is hard to foresee Iowa maintaining its dominant role and expect candidates to spend their final hours campaigning in our state when they will be focused on capturing the popular vote in much larger states.” Todd Dorman views the national popular vote campaign as an “end-around” the normal constitutional amendment process, but I support the getting rid of the electoral college by the only practical means available. The president should be the person who receives the most votes.

May is Bike to Work Month, and the Iowa Bicycle Coalition has lots of resources to support recreational or commuter bicyclists. The Urban Country Bicycle blog posted about a study that showed the average worker in this country works 500 hours a year (about two hours per working day) just to pay for their cars.

This is an open thread. What’s on your mind this weekend, Bleeding Heartland readers?

UPDATE: Not surprisingly, Huckabee’s Fox News contract played a big part in his decision not to run for president.

Governor Terry Branstad used his weekly press conference on May 16 to urge Republicans candidates to compete in Iowa:

“This is probably going to be the most wide-open, competitive race we’ve ever had for the Iowa caucuses,” Branstad said. “This is a state where a candidate – with hard work and retail politics, going to all 99 counties and meeting with people and answering the questions – this is a state where you can effectively launch a campaign. And it’s not too late.” […]

Branstad publicly took issue with [former New Hampshire GOP Chair Fergus] Cullen’s editorial, which said, “Iowa Republicans have marginalized themselves to the point where competing in Iowa has become optional.”

“Mr. Cullen couldn’t be further from the facts,” Branstad said. “The truth is that Iowa is a full-spectrum state. I think the primary election that I won last year proves that. I would also point out that the front-runner, Mike Huckabee, made a decision over the weekend, which is momentous. He is not running this time, which means he got the largest block of votes in the Iowa caucuses four years ago and those are up for grabs.”

Cullen’s editorial is here; I posted excerpts here.

Branstad’s close associate Doug Gross, who co-chaired Mitt Romney’s 2008 campaign in Iowa, has long warned that the caucuses are not hospitable to moderate candidates. In November 2008, he said, “[W]e’ve gone so far to the social right in terms of particularly caucus attendees that unless you can meet certain litmus tests, if you will, you have a very difficult time competing in Iowa.” But Gross had a very different message today:

I think this is a different year because largely with Huckabee getting out, you’ll have multiple social conservatives in the race. As a result of that, they’ll divide up a lot of the Caucus vote and there’ll be an opportunity for a mainstream Republican to come in and do surprisingly well here. If I were Mitt Romney and I wanted to be the nominee for president, I’d play in Iowa this time because if you win in Iowa this time you have a chance to win the nomination.”

Talk radio conservative Steve Deace shared his perspective as an enthusiastic Huck supporter in 2008 who has grown disillusioned more recently: “Ideologically, the Huckabee of today sounds a lot more like the Rod Roberts of 2010 than the [Bob] Vander Plaats of 2010.”

Governor Terry Branstad finally announced his choice to head the Iowa Department of Transportation today. Paul Trombino III has been serving as Bureau Director of Transit, Local Roads, Rails, and Harbors for the Wisconsin Department of Transportation. Before this year he was Region Operations Director of the Wisconsin DOT. After the jump I’ve posted the press release announcing Trombino’s appointment, which includes some details on his education and work experience. Trombino’s appointment is subject to Iowa Senate confirmation, but he is well qualified for the job and should not run into any trouble.

I hope that in his new position, Trombino will be able to target state resources toward repairing Iowa’s many deficient bridges and roads, as opposed to spending the lion’s share on new road construction.

I also hope he will help the governor see the benefits of expanding passenger rail in Iowa. Representing the Wisconsin DOT at a high-speed rail conference last year, Trombino depicted passenger rail as part of a “robust, diverse transportation system that meets the public need,” not something to be pursued instead of repairing state highways. (Wisconsin’s Republican Governor Scott Walker rejected federal high-speed rail funding shortly after taking office this year.) Passenger rail was a goal of former Governor Chet Culver’s administration, but Branstad has made clear that roads will be his top concern, funded with a higher gas tax if necessary. Branstad didn’t include any passenger rail money in his draft budget, although he hasn’t definitively rejected federal funds allocated last year to extend a rail link from Chicago to Iowa City. Rail advocates have been working on funding plans that would require certain local communities to cover part of future passenger rail subsidies.

Branstad announced most of his picks to lead state departments in November and December, but he delayed choosing a head for the Iowa DOT. Instead, he asked Nancy Richardson to stay on through the 2011 legislative session. Governor Tom Vilsack originally named Richardson to that position, and she was one of the few Vilsack department heads that Culver left in place.

Branstad’s administration is nearly complete, but he has a few other significant personnel decisions to make. Earlier this month the Iowa Senate rejected his choice to lead the Department of Human Rights and one of his appointees to the State Judicial Nominating Commission. Branstad also needs to fill one more vacancy on the state Environmental Protection Commission. He withdrew one of his nominees to that body after the Sierra Club’s Iowa chapter pointed out the governor’s choices would leave the commission with too many Republican members.

UPDATE: Branstad nominated Nancy Couser for the last open spot on the Environmental Protection Commission. She is a cattle feeder from rural Nevada who also serves on the Iowa Beef Industry Council.  

Overshadowed by other news from the capitol this week, the Iowa House approved the first budget bill of the 2011 session. In keeping with Governor Terry Branstad’s desire to move Iowa to biennial budgeting, the House Appropriations Committee wrote House File 642 to include two years of funding for the Department of Transportation. In most areas of the DOT’s work, House File 642 allocates the same amount of money for fiscal year 2013 (July 2012 through June 2013) as it does for fiscal year 2012 (beginning this July, ending next June).

Since Iowa Republicans have promised countless times not to spend more than the state takes in, it’s important to remember that there are no Iowa revenue forecasts for fiscal year 2013. The Revenue Estimating Conference meets periodically to revise revenue projections for the current budget year and the one to come, but even the most preliminary numbers for fiscal year 2013 have yet to appear. Iowa law restricts general fund spending to no more than 99 percent of projected revenues, but if Republicans who control the Iowa House write the remaining budget bills they way they wrote House File 642, they will have no idea whether they are spending 89 percent or 99 percent or 109 percent of state revenues in 2013. They’ll be making a shot in the dark.

Over the last several decades, many states have moved away from biennial budgeting. It’s hard enough to forecast revenues 12-18 months into the future, let alone for a full year beyond that. Minnesota’s use of biennial budgets is one reason why its fiscal problems during the “Great Recession” were much worse than Iowa’s. But at least in Minnesota, lawmakers have two-year revenue projections to work with when they draft a two-year spending plan. Iowa House Republicans seem ready to take on faith that revenues will be at least as high in fiscal year 2013 as in fiscal year 2012.

State Representative Tyler Olson, the ranking Democrat on the House Appropriations Committee, argued against pulling numbers “out of thin air” for House File 642. During floor debate on March 30, he offered an amendment to make the bill cover one fiscal year instead. His amendment failed on a party-line 58 to 40 vote (pdf). Shortly after, House File 642 passed 60 to 39, with only Democrat Brian Quirk (district 15) joining all Republicans present to vote yes. House File 642 contains a $5.2 million appropriation to replace a facility in New Hampton (Chickasaw County), which is in Quirk’s district.

In the Democratic-controlled Iowa Senate, biennial budgeting will be a tough sell. I expect the Senate Appropriations Committee to strike all fiscal year 2013 appropriations from House File 642. Add this to the list of contentious budget issues that Senate Democrats, the governor and House Republicans must settle during the next month. I have no idea what concessions either side will be willing to make.

Speaking of transportation, Bleeding Heartland readers may recall that Branstad hasn’t yet appointed a new director for the Iowa DOT. Instead, he asked Nancy Richardson to stay on in that role through the end of the 2011 legislative session. Branstad’s spokesman said in December that the administration needed extra time to do a nationwide search for a director. That would be unlike the way Branstad filled other state government positions. Jason Clayworth reported this week that as governor-elect, Branstad interviewed only one candidate for many jobs. Often Branstad overlooked all applicants to choose a person who hadn’t even applied for the position.

“In most cases I sought out people for these positions,” Branstad said. “Some of them applied, but, for the most part, I really went after people who I thought would be the best.”

I still wonder whether Branstad has always had a particular person in mind to run the DOT. Delaying that appointment until after the legislative session would make sense if Branstad’s choice was unavailable until late spring or summer, or was controversial enough to face problems during the Iowa Senate confirmation process.

“The Unsafe Bridges of Iowa Counties” wouldn’t be an appealing feature film, but it could be an appropriate subject for a documentary. The Transportation for America coalition released a report today on the state of bridges in the U.S., and the results are not pretty for Iowa. Nationwide, “69,223 bridges – 11.5 percent of total highway bridges in the U.S. – are classified as ‘structurally deficient,’ requiring significant maintenance, rehabilitation or replacement.” Table 1 and Appendix A of the full report (pdf) rank the states by percentage of structurally deficient bridges. Iowa’s percentage is nearly twice the national average: 21.7 percent of our state’s bridges are deficient. Only Pennsylvania and Oklahoma scored worse on this metric. Iowa is among just five states in which more than 20 percent of bridges are structurally deficient.

Appendix B shows the two busiest structurally deficient bridges in each state. In Iowa, those are an I-80/I-35 bridge over a drainage ditch in Polk County (average daily traffic 82,100 vehicles) and an I-29 bridge over the Floyd River in Woodbury County (average daily traffic 42,100 vehicles).

Appendix C shows the 100 worst counties nationwide in terms of percentage of deficient bridges. Iowa has 17 counties on this list, more than any other state.

Iowa has an unusually large number of towns and more road miles per capita than any other state, to my knowledge. Historically, our state’s political leaders have been reluctant to borrow to pay for infrastructure needs, which explains Iowa’s relatively low debt load and the furious Republican reaction to the last administration’s I-JOBS infrastructure bonding initiative. Some states routinely borrow to cover infrastructure projects, including our neighbor to the north. I wonder if Minnesota’s much larger state borrowing than Iowa over the years is one reason the state does relatively well in Transportation for America’s report (8.8 percent of bridges in the state are structurally deficient).

In the past, federal highway money has gone predominantly toward building new roads. The Transportation for America report advocates more federal assistance to states for fixing roads and bridges:

Allowing roads and bridges to slip into disrepair ultimately costs state and local governments billions more than the cost of regular, timely repair. Over a 25-year period, deferring maintenance of bridges and highways can cost three times as much as preventative repairs. The backlog also increases safety risks, hinders economic prosperity and significantly burdens taxpayers.

Preservation efforts can also extend the expected service life of a road for an additional 18 years, preventing the need for major reconstruction or replacement.4 In addition to the safety imperative, investing in the construction, expansion and repair of our nation’s transportation infrastructure creates jobs today while laying the foundation for long- term economic prosperity. Repair work on roads and bridges generates 16 percent more jobs than construction of new bridges and roads.5

A recent report on the use of federal stimulus funds for transportation showed that maintenance projects created more jobs per dollar spent than new road construction.

Transportation for America’s full report is here. After the jump I’ve posted the 17 Iowa counties that made Appendix C (worst 100 counties nationwide) and the percentage of deficient bridges in each. I also posted an excerpt from the report explaining the criteria for naming a bridge “structurally deficient.”

This page at Transportation for America’s website includes a map and chart with information about all 99 Iowa counties: number of bridges, number of structurally deficient bridges, percent of bridges that are structurally deficient, bridge average annual daily traffic and average daily traffic on structurally deficient bridges. After the jump I’ve posted an excerpt from that page showing Iowa’s five best and five worst counties in this area.

Last October the U.S. Department of Transportation approved $230 million for passenger rail between Iowa City and Chicago, going through the Quad Cities. However, the November election results placed both federal and state money for that project in doubt.

Follow me after the jump for recent news on prospects for funding the passenger rail link.  

Governor Terry Branstad announced some important personnel decisions in the past few days, naming former State Representative Libby Jacobs to chair the Iowa Utilities Board and three new members of the Board of Regents, including Bruce Rastetter.

Follow me after the jump for more on those and other Branstad administration appointments.

UPDATE: On March 1 President Barack Obama named Branstad to co-chair the Council of Governors, “established by the National Defense Authorization Act in 2008 to strengthen further partnership between the Federal and State governments as it pertains to national security.” Branstad will serve a two-year term as co-chair.

SECOND UPDATE: Branstad announced more than 200 appointments to state boards and commissions on March 2. Bleeding Heartland covered the four appointees to the Environmental Protection Commission here; all have ties to large agribusiness.

Another name that caught my eye was Eric Goranson, a lobbyist and parochial schools advocate whom Branstad named to the State Board of Education. He has been a leading critic of the Iowa Core Curriculum (see here and here). The Under the Golden Dome Blog argues that Goranson’s appointment may violate Iowa code, which states, “A voting member [of the Board of Education] shall not be engaged in professional education for a major portion of the member’s time nor shall the member derive a major portion of income from any business or activity connected with education.” Several of Goranson’s lobbying clients represent religious private schools or Christian home-schooling parents.

THIRD UPDATE: I forgot to mention Branstad’s two appointees to the State Judicial Nominating Commission: Helen St. Clair of Melrose and William Gustoff of Des Moines. I have been unable to find any information about Helen St. Clair, but a Maurice St. Clair of Melrose was among Branstad’s top 20 individual donors, contributing more than $45,000 to the gubernatorial campaign. I assume he is related to Helen St. Clair and will update this post if I confirm that. William Gustoff is a founding partner of the Whitaker Hagenow law firm, which includes Republican former U.S. attorney Matt Whitaker and State Representative Chris Hagenow. Branstad’s legal counsel Brenna Findley also worked at Whitaker Hagenow last year.

The Des Moines Register continues to release results from its latest statewide poll. Selzer and Co surveyed 800 Iowa adults between February 13 and 16. Bleeding Heartland discussed the Register’s poll numbers on Governor Terry Branstad here.

Follow me after the jump to discuss President Barack Obama’s approval inching up in Iowa, slight growth in support for same-sex marriage rights, views on ways to close the state budget gap, and more.

The U.S. House approved a continuing resolution to fund the federal government through September 30 by a 235 to 189 vote at 4:40 am Saturday morning. The bill contains about $61.5 billion in spending cuts; it “would kill more than 100 [federal] programs and cut funding for hundreds more.” The roll call shows remarkable party unity; all but three House Republicans voted for the bill, and every Democrat present voted against it. Iowa’s representatives voted along the usual party lines.

Much of the language in this continuing resolution will never become law. President Barack Obama has already threatened to veto the House bill, and the Democratic-controlled U.S. Senate is working on its own continuing resolution with roughly $25 billion to $41 billion in spending cuts. Some signs point toward a federal government shutdown, but House Budget Committee Chairman Paul Ryan says House Republicans are not seeking that outcome. Quinn Bowman and Linda Scott further note:

To make time for the negotiations between the two chambers, yet another short term [continuing resolution] might need to be passed – which brings up another wrinkle: as time passes and the fiscal year gets shorter and shorter, Republicans set on cutting billions from the rest of the year’s budget will have a smaller pie to slice as money is spent.

Many House Democrats denounced the Republican budget cuts, but I didn’t see any of them acknowledge the failure to pass 2011 budget bills when Democrats still controlled both chambers of Congress. U.S. Senate Republicans blocked the Democratic omnibus spending bill during the lame-duck session in December, setting the stage for the current budget brinksmanship. None of these fiscal 2011 spending cuts would be on the table if Congress had passed budget bills on time last year.

After the jump I’ve posted the five Iowa House representatives’ statements on the House continuing resolution for fiscal year 2011. All include themes we are likely to hear during the 2012 Congressional campaigns. Democrats Bruce Braley (IA-01), Dave Loebsack (IA-02) and Leonard Boswell (IA-03) embraced the principle of reducing government spending, but argued that the GOP plan would eliminate jobs here and undermine the national economic recovery. I noticed that Boswell is holding a roundtable discussion about transportation on February 22; expect him to warn of the dire consequences of proposed GOP spending cuts.

Braley’s comment on the continuing resolution warned that the proposal “will kill thousands of jobs in Iowa’s ethanol industry.” In that vein, I’ve also enclosed below his statement from February 16, touting an amendment he proposed to “safeguard the Renewable Fuel Standard.” The Environmental Protection Agency issued its final rule on the Renewable Fuel Standard earlier this month. Braley asserts that the continuing resolution blocks the EPA “from setting renewable fuel standards for 2012,” and industry groups are worried. House leaders ruled Braley’s amendment out of order, and Republican Tom Latham (IA-04) argued that the language prohibiting the EPA from regulating greenhouse gases would not affect the ethanol industry in any way. At The Iowa Republican blog, Craig Robinson says Braley “didn’t understand what he was talking about,” while Bleeding Heartland user SamuelJKirkwood claims here that Latham was misinformed or ignoring the facts. If that portion of the continuing resolution becomes law, we’ll find out later this year who was correct (either ethanol industry jobs will disappear or they won’t). Iowans are likely to hear more about this issue during the 2012 campaign, especially if the new map throws Braley and Latham into the same district.

Latham’s statement on the continuing resolution praised Congress for starting down “the road less traveled,” passing “some of the biggest spending cuts in the history of Congress.” He did some sleight of hand: “I joined a majority of my colleagues […] to vote in favor of cutting $100 billion in federal spending over the president’s funding request for the current fiscal year.” Jamie Dupree explains,

As for the budget cuts in this bill, Republicans persisted in calling this a cut of over $100 billion – but that figure is misleading, as it compares the bill’s spending levels to President Obama’s budget from last year, which was never enacted by the Congress.

It’s worth noting that Latham didn’t stand with the most ambitious House GOP axe-wielders. He was among 92 Republicans who joined Democrats to reject an amendment containing $22 billion more in cuts. Without elaborating, Latham described that proposal as “not thoughtful.” (As opposed to, say, zeroing out federal support for the Public Broadcasting Service or the Intergovernmental Panel on Climate Change–very thoughtful!)

The statement from Republican Steve King (IA-05) focused on his own successful amendments to the continuing resolution, which prohibit the use of federal funding “to implement and enforce ObamaCare.” King has consistently been one of the loudest voices in the House for repealing or otherwise blocking the health insurance reform law approved last March. Incidentally, unlike Latham, King voted for that amendment proposing to cut an additional $22 billion from current-year spending.

I haven’t seen any statement from Senator Chuck Grassley regarding the House GOP’s spending cut plans. Democratic Senator Tom Harkin has been on a tear for days, blasting how the House continuing resolution would affect health care in Iowa, employment and training in Iowa, the Social Security Administration in Iowa, education in Iowa, and so on.

Share any thoughts about the federal budget or the political debate over spending cuts in this thread.

House File 45 heads to Governor Terry Branstad’s desk today after the Iowa House approved the “deappropriations” bill by a 95 to zero vote. The bill was the top legislative priority for House Republican leaders, but the Democratic-controlled Iowa Senate eliminated many of its controversial provisions last week. The full text of House File 45 is here, and the complete bill history is here. The Senate Journal for February 17 contains roll calls for votes on House File 45 and various amendments (pdf file). The final Senate version of House File 45 passed with 48 yes votes. First-term Republican Senator Mark Chelgren voted against the bill, and Republican Senator Sandy Greiner was absent.

Thanks to the Senate amendment, state funding for preschool, family planning, passenger rail, smoking cessation programs, and the core curriculum live to fight another day in the Iowa legislature. So do the Power Fund, the Office of Energy Independence, and the Grow Iowa Values Fund, all economic development programs long targeted by statehouse Republicans.

In addition, the Senate removed language from House File 45 that would have reduced funding for state universities, area education agencies, land acquisitions by the Department of Natural Resources and the Resource Enhancement and Protection fund.

The Senate’s version of House File 45 also did not include language creating a “tax relief fund” that would have collected surplus revenues after state reserve funds were filled.

After the jump I’ve posted an overview compiled by the Iowa House Democratic research staff on “major items eliminated” by the Senate amendment to House File 45. I’ve also listed some other significant points of divergence between the Senate and House versions of this bill, as well as key points on which the Senate left House File 45’s language intact.

Finally, I’ve posted the House Democratic research staff’s explanation of language that would create searchable databases on the state budget and tax rates.  

What’s on your mind this weekend, Bleeding Heartland readers? Some news that caught my eye recently:

Tens of thousands of people in Wisconsin have protested against efforts by Republican Governor Scott Walker and the GOP-controlled legislature to impose big benefit cuts on public employees and curtail their collective bargaining rights. The 14 Democrats in the Wisconsin Senate left the state to deny Republicans a quorum for passing the anti-union bill. I’ve been following the day to day news on the Uppity Wisconsin blog.

Joel Northup, a wrestler for Linn-Mar high school, qualified for the state tournament but defaulted when his bracket paired him with Cassy Herkelman, a girl from Cedar Falls. Herkelman and Megan Black of Ottumwa made history this year by becoming the first girls to qualify for the Iowa high school state wrestling tournament.

Johnson County supervisors voted 5-0 on Thursday to ban firearms and dangerous weapons from buildings, lands and vehicles owned by the county. Some Republicans in the Iowa legislature are pushing a bill that would bar local governments from restricting guns in that manner.

State Senator Mark Chelgren’s stupid comments about Iowa’s voluntary preschool program for four-year-olds prompted Mr. desmoinesdem to look up information about pre-primary education in the Communist bloc. Contrary to Chelgren’s assertion that the Soviets started indoctrinating children early, when “they’re so malleable,” the USSR provided essentially day care rather than formal education for children under age 7.

The Internal Revenue Service declared this month that breast pumps are a tax-deductible expense, reversing a determination made last fall. A quality pump can cost hundreds of dollars. Pumping has its detractors but can be invaluable for working women who want to continue breastfeeding, or for women whose babies are unable to breastfeed.

Zach Wahls, whose testimony against the marriage amendment at an Iowa House public hearing went viral on YouTube, appeared on the Ellen show this week.

Governor Terry Branstad’s double-dipping (continuing to draw his $50,000 state pension while receiving a $130,000 salary as governor) made news in Iowa a few days ago. Branstad’s communications director, Tim Albrecht, said the governor “made a significant personal sacrifice” by resigning as president of Des Moines University. In that job he had received more than $350,000 per year.

One low-profile story that should be getting more attention is the wide-ranging spending cut bill under consideration in the House of Representatives. H.R. 1 would decimate funding for too many good programs to list in this post. For example, Iowa would lose $12 million in K-12 funding for various programs, $116 million in Pell grant funds, $1.4 million for vocational and adult education, $6.9 million for job training, $1 million for mental health and substance abuse treatment grants, $4.3 million for various low-income housing programs, $28 million in clean water-related funds, $28 million for Community Development Block Grants, and $1.3 million for justice assistance grants. Key transportation programs nationwide would also lose funding, including public transit and high-speed rail.

This is an open thread.

Last week the non-profit organization Smart Growth America released a report on “how successful states have been in creating jobs with their flexible $26.6 billion of transportation funds from the American Reinvestment and Recovery Act (ARRA).” The report demonstrates that “the states that created the most jobs were the ones that invested [stimulus funds] in public transportation projects and projects that maintained and repaired existing roads and bridges. The states that spent their [stimulus] funds predominantly building new roads and bridges created fewer jobs.”

Table 2 of the full report (pdf file) ranks the states in terms of percentage of road spending allocated to “system preservation” (road and bridge repair) versus building new capacity. Here Iowa did well, spending 93 percent of the stimulus road money on repair work. Iowa ranked 12th in this category; seven states and Washington, DC spent 100 percent of their ARRA road funds on repair.

Iowa didn’t score as well (30th place) on Smart Growth America’s list of states by the percent of stimulus transportation funding spent on public transit or non-motorized projects. Just 3.5 percent of Iowa’s transportation stimulus money went to such projects. That’s not surprising; it has long been difficult to persuade Iowa policy-makers to invest more in passenger transit, even though we have an aging population, and many older Americans want alternatives to driving. A long-range transportation funding plan adopted in 2008 didn’t require a single extra dollar to be spent on public transit in Iowa. The Republican-controlled Iowa House has already voted to scrap funding that would help bring passenger rail service to Iowa City, and Governor Terry Branstad didn’t include passenger rail funding in his draft budget for the next two years.

After the jump I’ve posted excerpts from the full report, which explain why repair and transit projects create more jobs per dollar spent. A memo about the recent opinion poll findings references below can be downloaded here (pdf).

Smart Growth America’s latest study didn’t assess the rate at which states turned around their stimulus transportation funding to create jobs. A 2009 study by the U.S. House Transportation and Infrastructure Committee showed that Iowa was the second-best state in terms of allocating stimulus road funds quickly. At the end of July 2009, 85.1 percent of the $358 million Iowa received for highway and bridge projects was under contract, and 74.9 percent was for projects already underway. Those percentages were more than double the national average.  

Governor Terry Branstad presents his draft budget to members of the Iowa House and Senate this morning. His staff have indicated he will outline about $700 million in budget cuts, including layoffs of hundreds of workers. Branstad and Republican legislators say Iowa needs to reduce spending by $700 million to make up for the projected budget gap for fiscal year 2012, which begins on July 1.

The facts tell a different story: Iowa has a projected gap of around $263 million for the coming fiscal year. That figure was the Legislative Services Agency’s best guess as of December 2010, but it probably overstates the gap. Congress extended the Bush tax cuts for all income levels, which means higher-income Iowans will not be forced to pay more federal taxes and therefore will not have more to deduct from their state tax returns. With the Bush tax cuts in place, Iowa can expect to collect about $140 million more in state tax receipts for the 2012 fiscal year. That would be enough to cover the estimated cost of the new AFSCME contract Branstad has declared unaffordable.

The $700 million figure Branstad uses assumes Iowa will use more than $300 million from the current-year budget surplus to pay for corporate and other tax cuts. He also wants to reduce commercial property taxes, which will cost the state more money to reimburse local governments. Those are Branstad’s preferences, not policies state government is obliged to implement. It’s not that Iowa can’t afford to continue the preschool program that costs about $70 million per year, or can’t afford any allowable growth in K-12 education budgets. Republicans simply want to do other things with the public’s money.

I am curious to hear what Branstad says about transportation funding today, since he came out this week against passenger rail subsidies but for a future gas tax hike to build more roads. I also wonder whether he will propose any specific reform to tax-increment financing in Iowa. TIF was originally intended to spur redevelopment in “slum and blighted” urban areas but has become increasingly costly for state government and has created inequities in commercial property taxes.

I’ll update this post with details from Branstad’s speech and political reaction after the jump. Meanwhile, share any thoughts about the state budget in this thread.

UPDATE: IowaPolitics.com posted the prepared text of Branstad’s speech. Big surprise: he’s not planning to eliminate appropriations for preschool, just to reduce them to $43 million per year. Further thoughts are below.

FRIDAY UPDATE: At the end of this post I’ve added Senator Rob Hogg’s assessment of Branstad’s draft budget. He notes that zero percent allowable growth for K-12 schools for two years is “unprecedented in the history of Iowa’s school financing formula which was created in 1973.”

Lack of funding for various flood mitigation and watershed management programs also concerns Hogg, a Democrat representing Cedar Rapids and a leading advocate of improved flood prevention efforts in Iowa.

Former Governor Chet Culver and former Republican gubernatorial candidate Chris Rants were vindicated today, as Governor Terry Branstad “encouraged transportation stakeholders to build support for a gas tax increase next year,” James Q. Lynch reported.

Last summer, Branstad said the timing wasn’t right for a gas tax increase, and today he told “representatives of highway associations and coalitions, local elected officials, engineers, economic developers and other stakeholders” that this year fiscal issues will take priority. Still, he made clear that he supports raising the gas tax to pay for more road construction in the future:

Having the resources to maintain and improve the transportation system is “absolutely critical to our goal of creating 200,000 jobs and raising incomes by 25 percent and making Iowa a growing and competitive state,” Branstad said.

That was welcome news to the transportation stakeholders who have lobbied in recent years for a gas tax increase to provide those resources. […]

“I want to team with you and help in this effort because I see it as part of what is critically important to our economic development success and achieving our ambitious job creation goals and income growth goals,” Branstad said.

According to Lynch, Branstad “repeatedly referred to motor fuel taxes as user fees that benefit motorists who pay it.” Earlier this month, a report by Iowa Public Interest Research Group demonstrated that “gas taxes cover barely half the costs of building and maintaining roads,” and “[t]he amount of money a particular driver pays in gasoline taxes bears little relationship to his or her use of roads funded by gas taxes.” The governor isn’t worried about taxpayers subsidizing roads for other people, to the tune of hundreds of millions of dollars a year, but he’s deeply troubled by a small subsidy for passenger rail.

I wouldn’t be surprised if Branstad backs a sales tax increase a year or two down the road. Last April, he told the Sioux City Journal editorial board that his “long-range plan” on taxes was “to have more of a thing on consumption.” Shifting to draw more state revenues from consumption taxes (like the sales and gas tax) and less from income and property taxes would make Iowa’s already regressive tax structure even worse.

UPDATE: Click here for more details on the draft budget the governor presented on January 27.

During his regular weekly press conference, Governor Terry Branstad announced today that state departments would have to take cuts because the state can’t afford the salary increases in the two-year contract Governor Chet Culver approved last year with AFSCME, the largest labor union representing state workers. Branstad added that he’s not worried about facing a lawsuit (like the one AFSCME successfully filed against him in 1991) because the Iowa legislature won’t fund the new AFSCME contract. AFSCME members overwhelmingly voted to approve the contract, which includes salary increases of just under 3 percent in fiscal years 2012 and 2013. Branstad wants the union to reopen negotiations.

Citing budget constraints, Branstad said today “he will not request any increase in ‘allowable growth’ in state aid for K-12 school districts base budgets in either of the next two fiscal years.” I believe the Democratic-controlled Iowa Senate will resist that plan.

UPDATE: Doesn’t sound like a way to provide “world-class education” for Iowa kids. Under Branstad’s “no allowable growth” proposal,

a school would not be legally allowed to expand their budgets unless the district sees a surge in enrollment.

Inflation for such things as employee salaries and fuel costs make a no-growth policy virtually impossible for hundreds of Iowa’s district to handle without massive cuts to programs, services and teachers, educational advocates said.

“The only way they can make it up is to cut programs or services and most of the schools have already been doing that,” said Brad Hudson, a lobbyist for the Iowa State Education Association. “Most of the schools have already looked at reductions to music, art and physical education. Now we’re to the point of looking at the elimination of programs and probably larger class sizes.”

Also during today’s press conference, Branstad said he does not favor state subsidies for passenger rail, although he isn’t against communities or railroads subsidizing that service, the Des Moines Register’s Kathie Obradovich reported. Those comments indicate that like Iowa House Republicans, Branstad wants to eliminate about $10 million in state funding needed to secure an $81 million in federal money to extend passenger rail service from the Quad Cities to Iowa City. The federal government awarded the funds last October.

UPDATE: William Petroski has more detail on Branstad’s passenger rail stance:

He noted that the $310 million state-federal project in cooperation with the state of Illinois would include money to upgrade the tracks of the Iowa Interstate Railroad, and he suggested the railroad could be asked to help contribute towards the costs.

“There are two questions: One is the state’s initial requirement and then there is an ongoing subsidy. I am most troubled by the ongoing subsidy. I don’t think we should be in the business of subsidizing passenger train service,” Branstad told reporters. […]

The governor, who will issue his state budget recommendations on Thursday, added that he still hasn’t made a final decision yet about the proposed Iowa City-to-Chicago train.

Branstad continued to advocate for biennial budgeting today. Legislators from both parties are wary of that proposal, because it would in effect increase the governor’s budget transfer powers. The national trend has been away from biennial budgeting, which tends to result in less accurate budget forecasting and greater need for supplemental appropriations than annual budgeting.

Iowa House Republican leaders oppose the Iowa City to Chicago passenger rail project, because it would cost the state budget about $10 million in start-up costs and roughly $3 million per year in ongoing government subsidies. New House Speaker Kraig Paulsen argues that passenger rail should be able to support itself.

Leaving aside the economic and environmental benefits of expanding passenger rail networks, the Republican argument would be more persuasive if the state and federal governments didn’t massively subsidize road construction and maintenance every single year. This week the Iowa Public Interest Research Group released a report showing that “gas taxes cover barely half the costs of building and maintaining roads, and can be expected to cover an increasingly smaller percentage over time.” Iowa PIRG advocate Sonia Ashe observed, “Here in Iowa our state gas taxes can only be spent on highways. The road lobby promotes the idea that highways therefore pay for themselves, but the truth is that general taxes still massively subsidize our roads.”

The full report, “Do Roads Pay for Themselves?” can be downloaded on this page of the Iowa PIRG site. After the jump I’ve posted a press release and the report’s executive summary, which cover the key findings.

If lawmakers claim to support only modes of transportation that pay for themselves, they need to be honest about how much taxpayers subsidize our highways.

Last year Bleeding Heartland discussed some promising changes in Dubuque, thanks to the vision of community leaders who launched the SustainableDubuque initiative in 2006. Now called the “Dubuque 2.0” sustainability initiative, the program has helped bring the city a long list of recognitions and awards.

Government and public entities: The U.S. Conference of Mayors named Dubuque the country’s “Most Livable Small City” for 2008. The Economic Development Administration (an agency within the federal Commerce Department) gave the an award for “excellence in historic preservation-led strategies” in 2009. The U.S. Environmental Protection Agency, Department of Transportation and Department of Housing and Urban Development selected Dubuque for sustainability pilot programs, also in 2009. The Iowa League of Cities named Dubuque an All-Star Community this year.

Business groups and business-oriented media: Dubuque landed on Sperling’s Best Places top ten “Most Affordable Places to Live and Work” in 2009; was third best in the country for job growth, according to Careerbuilder.com in 2010; and was the seventh best city under 200,000 population in “Economic Growth Potential,” according to Business Facilities magazine in 2010. Dubuque also won an Excellence in Economic Development award this year from the International Economic Development Council, while Forbes.com named it both the “Best Small City to Raise a Family” and “Best Smaller Metro for Projected Job Growth” nationwide.

Non-profit organizations: Dubuque came in third place at the International Awards for Livable Communities in 2010 in the category of cities with populations between 20,000 and 75,000. The city won the 1000 Friends of Iowa 2010 Best Development Award in the leadership category for its recently adopted Unified Development Code, which “promotes best practices in sustainable development and will serve as a model for other cities in Iowa.” (Side note: Dubuque also contains more private Best Development Award winning-projects than any other Iowa city. Most recently, the “beauty and authenticity” of the Hotel Julien historic rehabilitation earned it the 1000 Friends of Iowa 2010 Best Development Award in the renovated and commercial/civic category.)

Too many Iowa politicians portray eco-friendly policies as bad for business or economic growth. Dubuque is proving that sustainability makes a community more attractive to potential job-creators:

According to Mike Blouin, president of the Greater Dubuque Development Corporation, the cachet that comes with operating a business in a sustainable region is becoming increasingly important.

“A growing segment of companies — manufacturers and service providers — want to be a part of this trend,” he said. “They want to be a part of communities that are into sustainability, and they believe it will be easier to attract the kind of workforce they want there. Or companies may manufacture items used in these sustainable communities. Whatever it might be, they want sustainability to be a part of their message.”

He added, “You can be pro-economic development and be sustainable. They’re not mutually exclusive. A smarter city is not the initial thing companies look at, because they still have to make money. The community has to make sense overall, but if it does, sustainability could very well be a deal-maker. If there are a half-dozen cities in front of a company, it may look at smarter sustainability and see that it fits the company’s philosophy. Final decisions are made by those kinds of factors.”

In 2009, the IBM corporation renovated the historic Roshek building in partnership with the city of Dubuque and selected the city for sustainability pilot programs. After the jump I’ve posted more details on some projects implemented this year. These benefit the city by finding ways to reduce costs and use of resources, and benefit IBM by promoting technologies it hopes to sell to other cities.

Governor-elect Terry Branstad has asked Nancy Richardson to remain head of the Iowa Department of Transportation “through the 2011 legislative session.” Governor Tom Vilsack appointed Richardson to head the DOT during his second term; she was one of the few department heads Governor Chet Culver kept in place. A Branstad press release with background on Richardson is after the jump. It says she “is a strong leader and we appreciate her willingness to serve in the administration as we continue our nationwide search for a new director.”

Perhaps Branstad will take several months to consider DOT candidates from around the country, but he hasn’t been using that kind of process for other appointments announced so far. Shortly after the election, he offered the Department of Inspections and Appeals director job to Rod Roberts, who hadn’t even applied for the position, let alone competed against other possible appointees in an interview.

My first thought on hearing the news about Richardson was that Branstad has already decided on a new DOT director, but for some reason that person isn’t available to start the job until the spring. (The Iowa legislature’s 2011 session begins in January; most years, legislators wrap up their work in April.) It could be someone outside Iowa who needs a few months to relocate, or someone who needs to finish a major project in her/his current job, or perhaps a sitting state legislator who doesn’t want to step down until after the session.

Alternatively, Branstad may have someone controversial in mind for the DOT position. State department heads must be confirmed by the Iowa Senate. If Branstad appoints Richardson’s replacement after the session ends, that person will be able to serve on an interim basis until the Senate considers the nomination in early 2012.

UPDATE: Branstad’s spokesman Tim Albrecht told the Des Moines Register, “We do not have anyone lined up at this time. We are still in the midst of our search, and that is not confined to the borders of Iowa. This is going to be a thorough search to find the right individual.” I wonder why Branstad wants a much more lengthy search for this position than for various other important state departments.

While she stays on the job, I hope that Richardson will help persuade Branstad not to back out of a passenger rail project that would connect Iowa City to Chicago via the Quad Cities. Richardson isn’t a visionary for alternative modes of transportation, but she supported the Culver administration’s efforts to promote passenger rail in Iowa. Branstad said he is reviewing the costs and benefits of the project. The federal government has approved $230 million in funding for the Iowa portion of the rail connection. Republican Senator Chuck Grassley has spoken favorably about the project, and Des Moines business leaders hope the Chicago-Iowa City connection will one day be extended through Des Moines and on to Council Bluffs and Omaha.

Republican governors-elect in Ohio and Wisconsin have rejected federal funding for passenger rail projects. That decision is already costing Wisconsin jobs and will cost Ohio economic development opportunities.

Governor-elect Terry Branstad expressed concern today about the cost of new passenger rail links between Chicago and cities in Iowa.

“Well, I want to analyze the situation,” Branstad said. “I’m very concerned about the federal debt.” Public transportation advocates say if states like Ohio and Wisconsin reject high speed rail, it could stymie projects all across the Midwest. Branstad says he doesn’t want to rush to judgment.

“I want to carefully review and analyze the circumstances and I understand there are concerns about the huge cost of this and how cost effective it is and how much it would really be utilized,” Branstad said.

In late October, the U.S. Department of Transportation announced $230 million in funding for a new Amtrak route connecting Iowa City to Chicago via the Quad Cities. Senator Chuck Grassley has spoken approvingly about the project. A spokesman for the Federal Railroad Administration told me last week, “The money has been awarded.” One question mark is whether the route could be completed if the Iowa legislature declines to fund our state’s share of the costs in future years:

The project will cost $310 million, and Iowa and Illinois will pay pro-rated shares of costs not covered by the federal government. Iowa lawmakers have already appropriated $10 million and need to come up with another $10 million, said Tamara Nicholson, director of the Iowa DOT’s rail office. The state would also pay an estimated $3 million annually in operating subsidies. […]

Train supporters hope the route will someday be extended to Des Moines and Omaha. Des Moines Mayor Frank Cownie has endorsed the idea and Tom Kane, executive director of the Des Moines Area Metropolitan Planning organization, says passenger trains are important to the future of Des Moines and the national transportation system.

“We know that much of the air traffic out of Chicago is for trips of less than 500 miles, so why are we flying? There will also be future congestion on the interstate highway system, particularly from freight and trucks. This will give our transportation consumers a choice,” Kane said.

Kane’s point is valid, but Republican lawmakers would probably rather widen interstate highways, even if that proved more costly than adding rail capacity.

The best hope of bringing Branstad around is a lobbying effort by business interests. Quite a few corporations and business groups support the Quad Cities Passenger Rail Coalition. The Greater Des Moines Partnership and central Iowa Young Professionals Connection back extending passenger rail across Iowa. This year’s chairman of the Greater Des Moines Partnership is Doug Reichardt, who is close to Branstad and was rumored to be on his short list for running mates last year. One of the partnership’s past presidents, Teresa Wahlert, “played a lead role in Branstad’s economic development agenda” during this year’s campaign.

The Republican takeover of the House of Representatives will change transportation policy priorities, but should not affect recently announced funding for a Chicago to Iowa City passenger rail link. KCCI-TV questioned this week, “Will Election Changes Kill Iowa-Chicago Train Funding?”

Florida Rep. John Mica, the comittee’s ranking GOP member, told The Associated Press in an interview Wednesday that he believes high-speed trains are a good idea, but he doesn’t agree with the projects selected by the Transportation Department for funding.

U.S. Transportation Secretary Ray LaHood was in Iowa just last week, where he joined local leaders to celebrate $230 million in federal money to start work on a passenger rail line. Service on the new GreenLine is expected to begin in 2015 and take passengers from Chicago’s Union Station to the Quad Cities to Iowa City.

I contacted the Federal Railroad Administration today to find out whether there is any way for Congress to reverse the passenger rail funding decisions. FRA spokesman Rob Kulat said, “You’d have to ask Chairman Mica” how he thinks he can do that, adding, “The money has been awarded.” When I asked about a possible review process, Kulat repeated, “The money has been awarded.”

The Wall Street Journal reported on November 3 that the newly elected Republican governors of Ohio and Wisconsin want to cancel passenger rail projects in their states. The same article said Iowa Governor-elect Terry Branstad “has supported expanding rail service between Chicago and cities in Iowa.” However, in late October Branstad’s campaign manager “declined to comment” when the Des Moines Register asked “if Branstad would support the use of state money to establish Chicago-to-Iowa City passenger service.”

Some Republicans claimed the passenger rail grant was a political ploy to help endangered Democrats in Iowa and the Quad Cities. If so, it didn’t work. Representative Phil Hare lost his re-election bid in Illinois’ 17th Congressional district, including Rock Island and Moline. Representative Bruce Braley was re-elected narrowly but trailed his Republican opponent in Scott County, containing Davenport and Bettendorf. Governor Chet Culver didn’t carry Scott County either.

It’s too bad the outgoing Congress didn’t approve a comprehensive transportation funding bill. Transportation Committee Chairman Jim Oberstar had a strong vision for balancing priorities and increasing investments in passenger rail and public transit. The Republicans who will write the new highway bill have little interest in rail or the administration’s efforts to make roads more pedestrian and bicycle-friendly. At a Congressional hearing this March, Iowa’s own Tom Latham asserted that every bicyclist is one fewer person paying into the transportation trust fund.

The U.S. Department of Transportation awarded $230 million in federal funding today for a new Amtrak route connecting Chicago and Iowa City, Senators Tom Harkin and Dick Durbin announced. The route will go through the Quad Cities. From a statement released by Harkin’s office:

The project – scheduled for completion in 2015 – will create 588 jobs per year for the first four years of design and construction.  Once initiated, the new service is expected to increase business activity at $25 million per year. […]

The new Chicago – Quad Cities – Iowa City route will provide two daily round-trips and carry trains traveling at speeds up to 79 miles per hour (mph) with an expected trip time of less than 5 hours.  The long-term vision for the line includes expanding the frequency of trains to offer more than two daily round-trip trains; extending the route; and making additional infrastructure investments to increase speeds from 79 mph to 90 mph, or even 110 mph.

Today’s news is a pleasant surprise. Although Governor Chet Culver and several members of Congress strongly advocated for expanding passenger rail in Iowa, the U.S. Department of Transportation did not fund an earlier grant request supporting Amtrak routes between Chicago and Iowa City and Chicago and Dubuque.

A 2008 Amtrak feasibility study on passenger rail from Iowa City to the Quad Cities estimated annual ridership on the route at “about 187,000 passengers, based on two daily round-trips and if improvements are made allowing maximum speeds of 79 mph.” Typical passenger trains reach maximum speeds of 79 mph; anything faster than 110 mph is considered “high-speed rail.”

More details on today’s announced funding are in the full statement from Harkin’s office, which I’ve posted after the jump. The Quad-City Rail Coalition website has additional background information on the proposed route. Central Iowa business and political leaders hope a Chicago-Iowa City passenger rail link could eventually be extended through Des Moines to the Council Bluffs-Omaha metro area.

UPDATE: I’ve added a press release from the governor’s office with more details. It states that first-year ridership on the route between Iowa City and Chicago is projected at 246,800.

TUESDAY UPDATE: Senator Chuck Grassley also expressed support for this passenger rail link: “You’re finding a situation where, connected with the problems of Homeland Security, the problems of terrorists on airplanes, the fact that airlines are having trouble providing the service they used to provide, alternative service like rail service is something that, at least on a regional basis, is going to pay off.”

When the city of Des Moines put Ingersoll Avenue on a “road diet” last month, some locals warned the change would inconvenience drivers and hurt area businesses. I drive down Ingersoll several times a week and have noticed no change in the traffic flow. Now a new study shows commuters have hardly been affected:

In early May, Ingersoll was “re-striped” between Polk Boulevard and Martin Luther King Jr. Parkway, decreasing the number of vehicle lanes from four to three. There is one lane in each direction, a center left-turn lane and bicycle lanes on both sides of the street.

In the worst case, travel times increased roughly 20 seconds for westbound motorists traveling between Martin Luther King Jr. Parkway and 42nd Street during the afternoon rush hour, said Gary Fox, the city’s traffic engineer. There were essentially no changes overall and slight improvements in midday vehicle travel times, he added. […]

The Ingersoll plan is part of a broader “complete streets” initiative that aims to make Des Moines streets more accessible to bicycles and pedestrians.

Giving people safe alternatives to driving is the main reason to adopt “complete streets” policies, but this re-striping also created about 50 additional on-street parking spaces, which helps Ingersoll business owners and their customers. Click here for more information on road diets and here to learn about complete streets. Like Des Moines, the small town of Cascade, Iowa City and the Johnson County Council of Governments have also adopted complete streets policies. Earlier this year, Dubuque received a federal grant to help residents of the historic Millwork District commute to work on foot, bike, or via public transit.

LATE UPDATE: On June 24 I had to drive west almost the whole length of Ingersoll just before 5 pm, which must be around the worst time for “rush hour” traffic. I didn’t notice any problems, and hardly saw any congestion except for the stretch between 24th and 31st streets. Even that wasn’t bad.

Governor Chet Culver kicks off his re-election campaign on Monday, May 17. The governor, First Lady Mari Culver, and Lieutenant Governor Patty Judge will hold events in 41 counties over five days. Members of the public can RSVP to attend the Culver campaign events here.

Details on those and many other events can be found after the jump.

Bike to Work week also begins next Monday and runs through May 21. According to the Iowa Bicycle Coalition,

In 2009, 716 employers, 114 cities, and 2,395 commuters (22% first-timers) participated. Approximately 63,188 commuting miles were pledged, 3,510 gallons of gas saved, and $7,336.83 saved in fuel costs. Contact Mark Wyatt at (515) 309-2867 or mark@iowabicyclecoalition.org.

Here’s hoping the bicycle commuters will get warm, dry weather next week.

It’s been a year since President Barack Obama signed the American Recovery and Reinvestment Act (better known as the stimulus bill) into law. I didn’t like the early concessions Obama made to Republicans in a fruitless effort to win their support for the stimulus. I was even more upset with later compromises made to appease Senate conservadems and Republican moderates. They reduced spending in several areas that had real stimulative value (school construction funds, extra money for the Low Income Home Energy Assistance Program, aid to state governments) in order to include tax cuts that have much less stimulus “bang for the buck.” Senator Tom Harkin was right to question why 9 percent of the stimulus bill’s cost went toward fixing the alternative minimum tax, for instance.

Still, I supported passage of the stimulus bill. In late 2008 and early 2009 the U.S. economy was losing 600,000 to 700,000 jobs per month. Something had to be done. On balance, the stimulus did much more good than bad. Economists agree it has saved or created a lot of jobs:

Just look at the outside evaluations of the stimulus. Perhaps the best-known economic research firms are IHS Global Insight, Macroeconomic Advisers and Moody’s Economy.com. They all estimate that the bill has added 1.6 million to 1.8 million jobs so far and that its ultimate impact will be roughly 2.5 million jobs. The Congressional Budget Office, an independent agency, considers these estimates to be conservative.

Two and a half million jobs isn’t enough to compensate for the 8 million jobs lost since this recession began, but it’s a start.

Not only did the stimulus create jobs, it greatly increased spending on programs that will have collateral benefits. Incentives to make homes more energy efficient will reduce greenhouse gas emissions and save consumers money that they can spend elsewhere. Money for sewer improvements will provide lasting gains in water quality (inadequate sewers and septic systems are a huge problem in Iowa). The stimulus included $8 billion for high-speed rail. It wasn’t nearly enough, of course; we could have spent ten or twenty times that amount on improving our rail networks. But that $8 billion pot drew $102 billion in grant applications from 40 states and Washington, DC. The massive demand for high-speed rail stimulus funding increases the chance that Congress will allocate more funds for rail transportation in the future.

Unfortunately, most Americans don’t believe the stimulus bill created jobs. That’s largely because unemployment remains at a historically high level of 10 percent nationwide. Also, inflation-adjusted average weekly earnings have gone down during the past year. In addition, Republicans have stayed on message about the worthlessness of the stimulus bill, even though scores of them have hailed stimulus spending in their own states and districts.

Democrats on the House Labor and Education Committee released an ad that lists various popular stimulus bill provisions, such as increasing Pell Grants and teacher pay. The ad uses the tag line, “There’s an act for that,” naming the American Recovery and Reinvestment Act at the end. I don’t think it’s effective, because the ad doesn’t include the word “stimulus.” Few people will realize that the ARRA refers to the stimulus bill.

Bleeding Heartland readers, how do you view the stimulus one year later?

The Des Moines Register’s William Petroski reports today that the Obama administration declined requests for federal money to support Amtrak routes between Chicago and Iowa City and between Chicago and Dubuque.

A list of grants issued Wednesday night by the White House shows that Iowa will receive only $18 million in federal railroad passenger money. This includes $1 million to study a proposed passenger train that would run daily between Chicago and Omaha, including stops in the Quad Cities, Iowa City and Des Moines.

The remaining $17 million will be used to install four remote- controlled powered crossovers on the BNSF Railway tracks in the Ottumwa area. This will reduce travel times and improve on-time performance on Amtrak’s existing California Zephyr train that runs across southern Iowa, federal officials said.

Iowa and Illinois officials had sought $256 million in federal funds for the Chicago to Iowa City route, which would go through the Quad Cities, and $139 million for the Chicago to Dubuque route.

Dubuque and the Quad Cities may get passenger rail despite today’s disappointing news:

Even without the federal money, Illinois officials expect to begin Amtrak service between Chicago and Dubuque and Chicago and the Quad Cities, possibly within two years, officials said. That’s because Illinois Gov. Pat Quinn signed a $31 billion capital construction package last year to ensure the rail expansion.

But the federal grants would have bolstered both projects and would have assured the extension of the train service to Iowa City, and possibly eventually to Des Moines, officials said.

A feasibility study from 2008 showed promising numbers for an Amtrak route connecting Iowa City to the Quad Cities. A huge number of University of Iowa students are from the Chicago area, and many people living in that region of Iowa travel to Chicago for business or entertainment.

In comments to the Des Moines Reigster, Davenport Mayor Bill Gluba predicted yesterday that the Chicago to Iowa City train would receive some federal funding by 2013, even if the current grant request was denied. I hope he turns out to be right.

UPDATE: Governor Chet Culver’s response to this news is after the jump.

Contact: Julian Boggs | 859.358.2980 | jboggs@environmentiowa.org

Des Moines, IA—Increasing America’s use of plug-in electric and plug-in hybrid cars would dramatically reduce emissions that cause global warming and air pollution and would curb dependence on oil, according to a new white paper released today by Environment Iowa.

“With more Americans focused on the environmental and economic consequences of our oil dependence, carmakers are scrambling to offer customers the cleanest, most fuel efficient cars”, said Environment Iowa Federal Field Associate Julian Boggs.  “Dramatically ramping up electric vehicles can bolster America’s efforts to wean ourselves off of oil and to reduce pollution that causes global warming.” 

Plug-in vehicles are being profiled in an unprecedented way at the North American International Auto Show in Detroit this week. A “plug-in” car is one that can be recharged from the electric grid. Some plug-in cars run on electricity alone, while others are paired with small gasoline engines to create  plug-in hybrids. Many plug-in hybrids can get over 100 miles per gallon, while plug-in electric vehicles consume no gasoline at all.   Plug-in vehicles produce no direct tailpipe pollution when operating on electricity and there is already a vast electric power infrastructure to fuel them.   As renewable energy sources, like wind and solar, meet a larger share of our electricity needs, electric cars could contribute to little or no air pollution. 

I’m tired of thinking about the Massachusetts Senate race. Here’s some good news from last week that drew little media coverage.

It confirmed my view that Transportation Secetary Ray LaHood will turn out to be one of President Obama’s outstanding appointments.  

Following up on my review of news from the first half of last year, I’ve posted links to Bleeding Heartland’s coverage of Iowa politics from July through December 2009 after the jump.

Hot topics on this blog during the second half of the year included the governor’s race, the special election in Iowa House district 90, candidates announcing plans to run for the state legislature next year, the growing number of Republicans ready to challenge Representative Leonard Boswell, state budget constraints, and a scandal involving the tax credit for film-making.