Driving on America’s highways feels like navigating a battlefield: potholes, cracked pavement, and relentless construction zones. Every year, states waste billions in taxpayer dollars on road maintenance, yet the pavement deteriorates faster than it can be repaired. What is not commonly known among drivers is that heavy trucks are largely to blame, yet they contribute a mere fraction toward fixing the damage they cause.
Consider this staggering fact: a single fully loaded 18-wheeler can wreak as much havoc on the road as nearly 10,000 passenger cars. However, the fuel taxes and user fees from trucking companies cover only a tiny portion of the colossal destruction they inflict. The brunt of this cost falls squarely on taxpayers, who are left to finance the never-ending cycle of repaving, bridge repairs, and more crumbling infrastructure.
The solution? Every additional ton of freight shifted to rail equals less damage to our roads and significant taxpayer savings.
Trucking is essential to our economy, but freight rail should be the preferred method for transporting goods. The rail network is self-funded and maintained, and it moves products more efficiently and safely than any truck ever could. By increasing the share of freight carried by rail, we not only reduce the burden on our roads but also promote a transportation system that pays its own way.
### A Merger for America
The proposed merger between Union Pacific and Norfolk Southern stands as a potent opportunity to benefit both our infrastructure and supply chains alike. This merger will forge a more efficient coast-to-coast rail network, allowing railroads to absorb a larger share of freight currently traveling by truck. In doing so, it will spare taxpayers billions in hidden subsidies needed for endless road repairs.
By combining Union Pacific’s extensive western network with Norfolk Southern’s operations in the east, we’ll establish the country’s first true transcontinental railroad linking the Pacific to the Atlantic. This means one-point pricing for shippers, eliminating the hassle of coordinating between multiple operators to transport goods.
Moreover, the merger promises quicker deliveries, fewer bottlenecks, and reduced costs for businesses. Unlike trucking companies, railroads invest their own capital to build and maintain their infrastructure. Every mile of track, every bridge, every switching yard comes from private investment—not taxpayer dollars.
When freight transitions from trucks to trains, it’s a double win for taxpayers: less damage to highways and greater efficiency developed by a system that supports itself.
The facts are undeniable. Heavy trucks cause roughly 40% of road wear while accounting for only about 10% of total miles driven. Studies indicate that trucks with four or more axles underpay for road damage by a staggering 37% to 92%. State budgets across the nation—from Texas to Pennsylvania—echo this reality: escalating highway repair costs amidst minimal trucking contributions.
Each ton of freight transported via rail reduces road wear and saves taxpayer dollars.
### Dispelling the Monopoly Myth
Of course, detractors of the merger will wail about “monopoly,” as they always do when industries consolidate. Yet, this overlooks the true landscape of competition. Railroads not only compete with each other but also face fierce competition from trucks, which dominate approximately 70% of the domestic freight market—a dominance bolstered by taxpayer-funded roads.
Allowing railroads to step up as a formidable alternative isn’t anti-competitive; it’s pro-market. It enhances competition against the trucking sector that is heavily subsidized by taxpayers.
At its core, this merger tests whether we trust the free market to solve our infrastructure challenges. Union Pacific and Norfolk Southern are not seeking taxpayer funds or handouts. They are committing their capital to create a system that decreases public expenses, fortifies supply chains, and bolsters America’s competitiveness.
If our policymakers are truly dedicated to revamping America’s deteriorating roads while reinforcing our supply chain infrastructure, the choice is clear: unleash the power of the free market and allow railroads to take freight off the highways for good.
