FUNDING, Continued from page 20


the costs, only 14 percent support an increase in the fuel tax, while 58 per- cent are opposed. Only 17 percent favor letting private companies construct toll roads and bridges, 20 percent support a vehicle miles traveled tax, and 30 per- cent support giving states and localities responsibility for road projects. But that doesn’t tell the whole


story, Newton said. While Americans might oppose fuel taxes in theory, they might support specific taxes where the benefits clearly are explained, as was the case with the Connecting Arkansas Program and the Interstate Rehabilitation Program. “I don’t think that they want crum-


bling infrastructure and overwhelming congestion, either, and at some point, you’ve got to balance the two,” she said. If Congress doesn’t increase rev-


enue, a debate must begin about how to prioritize current funding, Roth said. In fact, the ATA long has been arguing about the need to have that debate. Boozman’s Facchiano said that


“I DON’T THINK THAT [THE PUBLIC] WANTS


CRUMBLING INFRASTRUCTURE AND OVERWHELMING CONGESTION, EITHER, AND AT SOME POINT YOU’VE GOT TO BALANCE THE TWO.”


—SHANNON NEWTON, PRESIDENT, ARKANSAS TRUCKING ASSOCIATION


extending the Highway Trust Fund’s solvency until May gives Congress more time to craft a solution. And unlike other issues, such as health care, a solution can be found. Democrats and Republicans both agree on the impor- tance of infrastructure. “No matter the makeup of the


House and Senate, in the next Congress, we’ve got commitments from everybody involved now to engage in these con- versations throughout the end of the year,” she said. “If chairmen and ranking members change in 2015, everybody still understands the importance of getting this done and the importance of having some sort of a long-term solution.”


Most members of Congress believe


that highway infrastructure is a funda- mental responsibility of the federal gov- ernment, Roth said. Unfortunately, the political environment makes it harder for them to make sure the government fulfills that responsibility. “I think if it was a secret ballot,


you would have overwhelming support in Congress for a fuel tax increase,” he said. “They just don’t want to take the risky vote. But I’m not suggesting that they won’t. Hopefully, we’ll get a vote, and hopefully we’ll win. Especially just before an election, it’s tough to get someone to commit to voting to increase any tax.”


WALMART, Continued from page 24


long time, Neeley said. “If we’re going to manufacture


here, we have to rebuild the supply chain here,” he said. “When these com- panies left, the supply chain in many industries broke down. We’ll see that parts, raw materials and components will have to be made in the United States, so companies can have those close to their facilities. We’re going to need trucks to help bring back the supply chain so these companies can manufacture.” Domestic manufacturing plants


will mean companies can significantly reduce the time it takes a product to get to market, and trucking is essential for moving products and parts around


34


They didn’t have a part of retail before.” Neeley acknowledged there is


another issue facing trucking compa- nies waiting to pounce on the reshoring initiative; the current driver shortage. The trucking industry provides great opportunities, Neeley said. It’s going to have to invest in finding and train- ing new drivers to meet the coming demand, he said. “The trucking industry in America


quickly. The potential is enormous, Neeley said. “I see this impacting the truck-


ing industry the way the Internet and Amazon impacted FedEx and UPS,” he said. “Look at what it did for those industries — it blew up their business.


will be the lifeline in this entire Made in USA initiative,” Neeley said. “It cannot be a success if American truckers don’t have the infrastructure, the drivers and the rebuilt supply chain to be able to make all the connections to make this possible. Trucking is the link and the lifeline for this whole initiative.”


ARKANSAS TRUCKING REPORT | Issue 4 2014


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