Originally posted by: The Windsor Star
Originally posted by: The Windsor Star
DETROIT, MI — City Council has set a Monday special session to discuss the proposed sale of land for construction of a new bridge across the Detroit River to Windsor, reports the Associated Press.
Land acquisition remains one of the few hurdles left standing in the way of building the long-awaited North American International Trade Crossing.
Canada plans to cover most of the cost of building the $2.1 billion bridge. Toll money from the U.S. side would then go toward repayment.
U.S. State Department approval was granted last year and the final Coast Guard permit came last month.
Council on Monday will consider selling 301 city-owned properties needed for the project to the Michigan Land Bank for $1.4 million, according to the A.P.
Officials in Ottawa and in Michigan are also awaiting a $250 million promise from Washington to build a customs plaza on the U.S. side.
The bridge would be a second commuter span between Detroit and Windsor.
Officials hope to open the bridge in 2020.
The owner of the existing Ambassador Bridge has opposed construction of a publicly owned second span.
Originally posted by MLive
Customers complain about bridge’s new tolling system
WINDSOR, Ont. — The Ambassador Bridge’s new electronic A-Pass toll system in its early rollout has been met with some criticism from customers being billed incorrectly.
The system, which uses an overhead truss to capture RFID windshield tags on trucks moving onto the Ambassador Bridge from US interstates on their way to Canada, complements a similar system put in place two years ago for inbound US trucks.
The truss not only detects RFID tags but has cameras to capture truck licence plates, USDOT numbers, and even names and logos painted alongside cabs and trailers.
But not all customers have been happy with the new system.
Rose Monteforte, accounting administrator for flatbed steel and machinery hauler Frontier Transportation Services in Beamsville, Ont. detailed a list of billing errors.
“They would invoice us and we’d get the invoice and it wouldn’t be our freight number, it wouldn’t be our truck, so we’d have to call and request pictures or backup and 99% of the time they were not our invoices,” she said.
Frontier has been getting paper invoices and was being charged on a credit card, which a minority of the companies use, according to bridge officials, who are trying to encourage customers to sign up for permanent accounts.
“I’ll get an invoice in the mail that they crossed and sometimes it’s not our truck, it’s not our licence plates, it’s nowhere near who we are, but they just take it off your credit card,” Monteforte said.
If using a credit card, users must agree to put up $500 along with a $25 administration fee to cover the bridge’s own transaction costs. With each crossing money is deducted and when the balance hits $50 another $500 plus $25 is added.
Monteforte also complained about the difficulty of reaching Ambassador Bridge staff to complain about errors.
“I’ve left messages, nobody calls me back,” she said but added eventually invoices are corrected. “I’ve never had a problem getting it taken off of our account.”
Independent London-based owner/operator Ralph Allen called the system “an ordeal.”
He signed up for an account through his credit card and was billed 17 times “all at once” and 14 of those “were not mine” with some charges for companies as far away as Illinois.
“So it took about five weeks to get this straightened out, you can’t get them on the phone,” he said. “Actually e-mail is the only way you can get a hold of them.”
Allen was so put off he now refuses to use the Ambassador Bridge, opting instead for the Blue Water Bridge between Sarnia and Port Huron.
Danny Kang, operations manager of Ranger Truck Lines in Brampton, Ont., which hauls mixed freight and whose trucks cross the Ambassador as many as 30 times a week, said his company was also a victim of false billings and said larger firms are especially vulnerable because their accounts are larger and more detailed.
“We had to get some corrected but you know when there’s so many (trucks) going through it’s really hard to catch every single one,” he said.
Ambassador Bridge officials admit there were teething problems after the system opened this spring.
“There were problems at the beginning,” said Stan Korosec, the bridge’s director of security and government relations. “I fully admit to that but I think we’re getting better now.”
The same, he said, might explain delays in the company responding to complaints. “We had a lot of issues in the beginning that (staff) had to work through so they were probably swamped,” he said.
Korosec said the bridge processes more than 10,000 transactions a day so some errors will occur.
But bridge officials said the vast majority of problems are related to the fact drivers have not signed up for permanent accounts where billing is sent weekly by e-mail, a more efficient and transparent method.
Bridge chief financial officer Peter Farah called that system “in my mind 100% foolproof.”
He said where most errors occur is when users don’t have RFID tags and where photos of their licence plates or company names and USDOT numbers are instead used for billing.
In these cases bridge staff have to individually track the users down, sometimes by looking up company internet sites or even through phone books, finding addresses and billing accordingly. That’s where mistakes can occur because information may be outdated.
“I’m not saying we’re 100% perfect when it comes to the manual – all I’m saying it leaves it open for potential errors and we double-check all of our work so we’re quite confident we’re sending the proper invoice,” Farah said.
One reason some truckers, especially smaller operators, might not sign up for a permanent account is because of the cost of the initial “security deposit.”
Farah said the deposit is based on the vehicle’s average crossings per month with a minimum charge of $1,000 and if customers are delinquent the bridge can draw from it. “But again it’s their money and they get it back when they leave,” he said.
Originally posted by TruckNews.com
What’s up with the building of the new bridge between Detroit and Windsor?
It appears that the bridge is taking a back seat to politics in Lansing.
As the Detroit News editorial team wrote, “Gov. Rick Snyder should not still be herding cats to get the new bridge build across the Detroit river.”
So, now what?
Republican state senators have put in language in a transportation bill that would stop the state from purchasing land for the new bridge.
John Pappageorge is a Republican state senator from Troy, and he joined us on Stateside.
Click here to listen to the entire podcast.
Originally posted by Michigan Radio.
By Metro Times staff
Eight years ago in Metro Times: How’s this for familiar territory: MT reports that Delray residents are hopeful that Canadian and U.S. officials will OK a span, much like Matty Moroun’s Ambassador Bridge, connecting Windsor and Detroit via an anchorage in Delray. But Moroun was looking to build a second bridge of his own with the support of then-Detroit Mayor Kwame Kilpatrick. The story was that a second bridge was going to be built, no matter what — but residents wanted that bridge to be MDOT-controlled so they could rely on an agency responsive to community concerns. To this day, that second bridge is still being debated. Gov. Rick Snyder is backing a Detroit-Windsor bridge in collaboration with Canada dubbed the New International Trade Crossing, while Moroun continues to press for a second span of his own.
Originally posted by the Metro Times
By Gary Heinlein
Lansing— The family whose patriarch owns the Ambassador Bridge has spent more than $1 million since 2009 in its legislative fight against a new span between Detroit and Canada.
That fight continues: Just last week, the GOP-led Senate approved a ban against state purchases of land for the bridge.
The Detroit News, using figures compiled by the Michigan Campaign Finance Network, a political watchdog group, found the family of Manuel “Matty” Moroun made political donations totaling more than $105,000 in the last five years to 18 of the 26 GOP senators who voted in favor of the New International Trade Crossing spending prohibition.
All told, Moroun and his family have spent tens of millions of dollars fighting the bridge, sought by Gov. Rick Snyder and the U.S. and Canadian governments, through a legislative blockadeand an unsuccessful 2012 statewide ballot measure. The $1 million in legislative giving includes contributions to House members and a wide variety of political committees — with the lion’s share going to Republicans and committees that support them.
The donations appear to have met legal limits and requirements.
“They are putting the interests of a billionaire campaign donor ahead of Michigan’s economy and the thousands of jobs that the bridge would bring,” said Senate Democratic spokesman Robert McCann. “I’m not sure I can think of a sadder commentary on the state of our Legislature under Republican control.”
Sen. Jack Brandenburg makes no apologies for his vote. The first-term Harrison Township senator and his Liberty Political Action Committee have received at least $10,000 from the Morouns.
“I will more than gladly let them donate to my re-election,” Brandenburg said. “I was on their side the first time I heard of (the bridge plan). I don’t think we need to spend state money on this bridge.”
Republican Snyder argues building the second span south of the Ambassador Bridge will further bolster commerce on America’s busiest international trade corridor and create more jobs for Michigan.
In response, the Ambassador Bridge owner has sought permission to build his own second span next to the existing bridge — a proposal that Canadian officials oppose.
Unable to win legislative approval, Snyder is pushing forward through an inter-local agreement he signed with the U.S. and Canadian governments. Land purchases for a customs plaza in Detroit are supposed to start this summer.
Irked GOP leaders inserted the land purchase ban into the $3.8 billion transportation budget. Under the provision the Republican majority approved with one Democratic vote, even land-buying reimbursed by Canada is prohibited.
The Ambassador Bridge and the Detroit-Windsor tunnel are operating below capacity and proponents’ projections for steadily growing cross-border traffic seem unrealistic, said Sen. John Pappageorge, R-Troy, who adds he has questioned the second bridge since it was first proposed under former Gov. Jennifer Granholm, a Democrat.
The head of the Senate’s transportation appropriations subcommittee said he has received far more campaign money from business leaders who back the new bridge than the Morouns’ combined $8,000 in campaign contributions to him and his leadership fund.
“I really rail at the idea that Matty Moroun’s contribution makes a difference,” added Pappageorge, who said he agreed to the provision written by Appropriations Committee Chairman Roger Kahn, R-Saginaw.
Kahn, long an opponent of the public bridge, has received $1,000 in direct campaign money from the Morouns, but two political funds connected to him have gotten $21,500 through the years.
But Sen. Glenn Anderson, D-Westland, said the latest effort to stifle the second bridge “is one last gasp on the part of those who are heavily influenced by the Morouns.”
“You can draw a pretty clear line between who got money and who has an objection (to the bridge),” Anderson said, noting $120 billion a year in international commerce passes across the Detroit River — most of it over Moroun’s bridge.
The transportation budget bill ultimately passed 27-11 with Democratic Sen. Tupac Hunter of Detroit joining the Senate’s GOP members in favor of it. The remaining 11 Democrats voted against it — primarily, Anderson said, because of the bridge spending ban.
How much of a problem the land-buying ban creates for Snyder is uncertain. The House’s transportation budget, also approved last week, broadly bars state spending on the bridge but doesn’t specifically target land-buying.
Snyder spokeswoman Sara Wurfel said legal advisers are reviewing the budget situation, but the governor hopes lawmakers strike it from the final bill.
Political observer Jeff Williams said Senate Republican opposition appears to stem more from political philosophy than Moroun money.
“I don’t by any means think (Matty Moroun) is buying votes,” said Williams, CEO of Public Sector Consultants in Lansing. “But he is encouraging beliefs the Senate majority already has.
“This is an issue that has no middle ground,” he added. “… They are saying repeatedly to two governors (Jennifer Granholm and Snyder): ‘We do not believe this (new) bridge is needed but if it is, it should be private.’”
Heaviest giving to Senate Republicans was in 2011 — when legislation to allow the bridge was defeated in a Senate committee headed by Sen. Mike Kowall, R-White Lake — and in 2012.
A leadership committee headed by Kowall has received at least $15,000 from the Morouns. The Michigan Campaign Finance Network also reported Kowall and his wife, Rep. Eileen Kowall, received $6,144 and $3,144, respectively, in non-monetary contributions in 2010 from the North Oakland Political Action Committee, another Moroun donation recipient.
“I don’t know the Moroun family all that well, and I’m not opposed to the bridge,” Kowall said. “What I’m opposed to is any state funds going toward it.”
Moroun spent at least $45 million on a failed 2012 ballot proposal that would have prohibited the bridge without statewide voter approval.
In late September that year, he gave $100,000 to the state Republican Party.
Spokesman Mickey Blashfield, government affairs director for Moroun’s Central Transport International Inc., said the Morouns are exercising their rights as citizens.
“They’re no different than a hockey stadium developer or anyone else,” Blashfield said. “We’re participating in the political process the way we learned in civics class.”
The Morouns’ giving, he added, “is absolutely transparent because you can look it up. We don’t have a shadowy 501(c)(4) that has paid for people in Detroit or anything like that.”
The reference is a shot at Snyder’s anonymous-donor Nerd Fund, since replaced by a fund whose contributors are more transparent. The Nerd Fund had covered some living expenses for Detroit Emergency Manager Kevyn Orr.
Michigan Campaign Finance Network Director Rich Robinson, who systematically tracks candidate and issue spending, described Moroun’s giving as a way of reinforcing his support.
“I’ve heard an explanation: ‘You can’t give me money to do something I wouldn’t otherwise do,’ and (from the donor’s point of view): ‘You know what I like, and I’m not going to give you any more unless you support me.’ ”
Originally posted in the Detroit News
By Chris Vander Doelen
A spate of grim news reports about the new bridge between Windsor and Detroit have suggested that new hurdles might prevent the crossing from ever being built.
Don’t believe these stories, especially the ones in the U.S. media. They are no more accurate than the thousands of previous false and misleading scare stories about the DRIC bridge, Canada’s most important infrastructure project.
Somebody has to keep saying this: the new bridge to Detroit is going to be built no matter what. It might be delayed or made more expensive by some of the roadblocks its few stubborn opponents try to throw up at the last minute. But that’s about it.
What this deluge of negative news stories really means is this, an amused MP Jeff Watson (Essex) told me this week: “Land acquisition is about to start,” and the project’s opponents are starting to panic big time.
“The voices are getting more shrill as we get closer to the project proceeding,” Watson said by phone as he hurried to a meeting at the PMO. “There’s no substance to any of this. It’s much ado about nothing.”
It could be a few weeks, and it could be a few months. But one day we’ll wake up and learn that the Windsor Detroit Bridge Authority has announced it has purchased some of the 1,000 individual properties it must assemble on the U.S. side of the river to make room for the bridge landfall and a huge truck and traffic plaza.
The land they need on the Canadian side was all bought years ago in the Windsor industrial neighbourhood known as Brighton Beach. The only real holdup to the purchases is hiring a CEO for the WDBA.
Once land acquisition starts in the Delray neighbourhood of Detroit, that will be the second-to-last point of no return for the opponents of the bridge. The anti-bridge people are basically Michigan’s Moroun family, which owns the Ambassador Bridge, and their friends.
Some of those opponents are just hirees paid by the Ambassador Bridge to disrupt and delay the competing project. Court documents introduced in Michigan lawsuits involving the existing bridge have cited some of the protestors as business expenses for the Ambassador Bridge companies.
The final point of no return for these opponents, of course, will be the start of construction – although I’m sure the Morouns will continue to have delays and other tricks up their sleeve to try to stop it even then.
They have help on this side of the border, too. Last month NDP MP Brian Masse (Windsor West) unnecessarily added to the negative outlook on the new bridge by fanning the flames of doubt.
Masse announced to the media that he has “grave concerns” that Canada might end up footing the entire bill for the bridge – not just the $550 million for the bridge which is the U.S. share, but also paying for the plaza on the U.S. side.
Washington has been balking at paying for the $250-million plaza (as well as its share of other border infrastructure projects). There is credible evidence the U.S. federal government might not pay, or will try to delay paying as long as possible – possibly until the bridge’s planned opening date of 2020.
Well, so what if they do that? And so what if Canada has to pick up the tab in the short term? Canada is already paying for 15/16ths of the entire project, as Consul General Roy Norton pointed out in February.
Canada can pay for the whole kit and caboodle and it wouldn’t make a bit of difference to taxpayers on either side of the border. So Masse should stop trying to scare people.
Canada can easily just add the cost of the U.S. plaza onto the massive total bill. Americans accept debt more easily than Canadians. Who cares if it takes them a few more years to pay off their share of the debt with their share of the tolls? If it’s paid off in 2050 or 2055 it makes not a bit of difference to anyone.
And since the bridge isn’t even scheduled to open until 2020, “we’ve got a couple of more years to worry about it,” as Watson says.
The anti-DRIC bridge attacks won’t end. But if you’re a supporter – and nearly everybody in Windsor and Essex County counts themselves in that camp – you can stop worrying about what they mean.
The same argument can be made for the NDP exploiting problems with bad girders on the Herb Gray Parkway project as an election tactic.
But more on the new highway to the new bridge on another day.
Originally posted in the Windsor Star