Government micromanagement has throttled economic growth for decades. The latest example came when the Surface Transportation Board deemed the Norfolk Southern-Union Pacific merger application incomplete and rejected it without prejudice. That decision delays what would be the first uninterrupted transcontinental railroad in American history — a privately financed project that could strengthen supply chains, boost growth, and improve American competitiveness without costing taxpayers a dime.

For now, that vision sits on hold.

A stronger rail network would help stabilize the supply chain while lowering costs for producers and consumers alike.

The STB said the 7,000-page filing lacked several key materials, including a full market-impact analysis with traffic projections. Norfolk Southern and Union Pacific now must fill in the gaps and refile.

That setback does not decide the larger question. Rail mergers have recovered from early regulatory obstacles before, and the STB’s ruling on completeness says nothing definitive about the underlying merits of this merger.

In May 2021, for example, the STB rejected CSX’s application to acquire Pan Am Railways as incomplete. Two months later, CSX resubmitted the application, and the board accepted it. The combined railroad later expanded shipping options, lowered freight costs for shippers, and supported regional growth.

Opponents of the present merger nevertheless treat the incomplete ruling as a final victory. It is not. It is a procedural delay, not a substantive rejection. And history shows that rail mergers of this kind can generate real economic benefits.

Today, shipping goods across the country by rail often means navigating a patchwork system of freight lines, transfer points, and carriers. Businesses must coordinate among multiple operators just to move a product from one coast to the other.

That fragmentation imposes real costs. It slows delivery, raises uncertainty, and forces businesses to protect themselves with larger inventory buffers and wider shipping windows. Those costs do not disappear. Businesses absorb some of them, and consumers pay the rest.

Farmers, manufacturers, and other suppliers feel that pressure most acutely. Many already operate on thin margins. Add shipping delays and higher freight costs, and those businesses face hard choices: eat the loss, cut investment, or raise prices.

That is why the Union Pacific-Norfolk Southern merger matters.

A stronger rail network would help stabilize the supply chain while lowering costs for producers and consumers alike. It also would mark the first time companies attempted to create a true transcontinental rail line without asking taxpayers to foot the bill.

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The competitiveness argument matters too. A USDA study found that wheat grown in 2022 cost more to ship by rail to western ports in the United States than in Canada, even across comparable distances. Canada produces far less wheat than the United States, but its less fragmented rail network gives its exporters an advantage. American farmers, by contrast, compete from a structurally weaker position because the U.S. rail system remains broken into discontinuous lines.

That disadvantage carries real consequences. When uninterrupted, rail can move freight at costs up to 60% lower per ton than other transportation modes. A more seamless coast-to-coast rail network would narrow the gap between American producers and their foreign competitors.

Critics argue that the merger would reduce competition in shipping. That view is too narrow. Freight competition does not occur only within rail. Shippers compare rail with trucking, barges, pipelines, and air cargo. A stronger rail network would not eliminate those alternatives. It would complement them. In a resilient supply chain, businesses need multiple transportation options, not fewer.

An efficient rail system would make the entire freight market stronger by giving shippers another dependable, lower-cost tool for moving goods.

The task now is straightforward: Norfolk Southern and Union Pacific should complete the review process quickly and responsibly. The precedent exists for a successful resubmission after an incomplete ruling. If that happens here, Americans will gain the kind of privately financed infrastructure upgrade the country badly needs.