TRUMP/TRUDEAU: BRIDGE A VITAL LINK

Trump, Trudeau commit to pre-clearance, Gordie Howe Bridge

Posted: Feb 14, 2017 12:33 PM | Last Updated: Feb 14, 2017 12:33 PM

TORONTO, ON – The inaugural meeting between U.S. President Donald Trump and Canadian Prime Minister Justin Trudeau resulted in a joint statement by the two leaders. And while the statement didn’t mention NAFTA, it did mention the importance of deepening the relationship between Canada and the U.S.

The statement touches on some issues pertaining to the trucking industry, namely the quick completion of the Gordie Howe International Bridge in Detroit, which is cited as a vital economic link between the two countries.

In addition, the statement mentions the commitment to implement pre-clearance operations for cargo.

“The United States and Canada also recognize the importance of cooperation to promote economic growth, provide benefits to our consumers and businesses, and advance free and fair trade. We will continue our dialogue on regulatory issues and pursue shared regulatory outcomes that are business-friendly, reduce costs, and increase economic efficiency without compromising health, safety, and environmental standards. We will work together regarding labour mobility in various economic sectors,” an excerpt from the statement reads.

In a press conference after the two leaders met, Trump talked about the good relationship between Canada and the U.S., and when pressed about his past statements regarding NAFTA, he mentioned that “tweaks” could be made to better the situation on both sides of the border. The president also mentioned the U.S. trade relationship with Mexico is more problematic than its trade relationship than Canada.

“Together, we address security at our shared border and throughout our two countries, while expediting legitimate and vital cross-border trade and travel. We demonstrate daily that security and efficiency go hand-in-hand, and we are building a 21st century border through initiatives such as pre-clearance of people and integrated cross-border law enforcement operations,” the statement from Trump and Trudeau read.

According to the Canadian Trucking Alliance (CTA), many Canadian business groups are pleased with the results of yesterday’s inaugural meeting between the two leaders.

“This creates a good foundation for moving forward on initiatives to jointly grow our economies in the spirit of cooperation that has defined the Canada-US relationship for over 200 years,” says David Bradley, Chief Executive Officer, adding that his 4,500 member companies will be greatly relieved by the results of yesterday’s meeting between the two leaders.

“The opportunities to deploy state-of-the-art infrastructure and technology – starting with key projects like the Gordie Howe International Bridge – to ensure that both security and trade facilitation is improved, are immense. We are encouraged by what we heard today,” says Bradley.

Ahead of the meeting between the two leaders the CTA, joined by of roughly 40 Canada-U.S. business associations, companies and policy experts, released a joint statement outlining the general principles that should be followed when managing the world’s largest security, trade, and cultural relationship.

http://www.todaystrucking.com/trump-trudeau-commit-to-pre-clearance-gordie-howe-bridge

Trump and Trudeau Talk Gordie Howe Bridge

Howe bridge highlighted during Trudeau-Trump meeting

DAVE BATTAGELLO, WINDSOR STAR

More from Dave Battagello, Windsor Star

Published on: February 13, 2017 | Last Updated: February 13, 2017 4:17 PM EST

The Windsor and Essex County region can breathe a little easier after gaining recognition during Monday’s high-profile meeting between Prime Minister Justin Trudeau and U.S. President Donald Trump.

The Gordie Howe International Bridge was featured as the only infrastructure project mentioned in a joint statement released by the two leaders, while they also endorsed the value of continuing the booming Canada-U.S. trade relationship which is critical to Windsor’s economy.

“The United States and Canada recognize the importance of cooperation to promote economic growth, provide benefits to our consumers and businesses and advance free and fair trade,” said the joint statement.

“Given our shared focus on infrastructure investments, we will encourage opportunities for companies in both countries to create jobs through those investments. In particular, we look forward to the expeditious completion of the Gordie Howe International Bridge, which will serve as a vital economic link between our two countries.”

The Howe bridge mention will be reassuring to regional business leaders who count on the Windsor-Detroit crossing which handles 25 per cent of all trade between the two nations.

Rendering shows one possible cable-stayed concept of the planned Gordie Howe International Bridge.COURTESY OF WINDSOR-DETROIT BRIDGE AUTHORITY

Windsor-Detroit Bridge Authority Chairman Dwight Duncan was “delighted” to see the Howe bridge mentioned so prominently in the joint statement.

“It was the only project referenced,” he said. “I’m very happy and this confirms what we have been saying that despite the change in (U.S.) administration this project would be a go and top priority for both governments.”

Given how the bridge project was also so highly placed in the Trudeau-Trump statement also bodes will for the push to get the Detroit River crossing project done, Duncan said.

The planned six-lane Howe bridge should see construction begin some time in 2018 after a project contractor is selected at the end of this year by bridge authority.

Construction is expected to take about 42 months with completion likely to occur in 2022.

The joint Trudeau-Trump statement also noted how Canada is the most important foreign market for 35 U.S. states with more than $2 billion in two-way trade “flowing across our shared border every day.”

“Millions of American and Canadian middle-class jobs, including in the manufacturing sector, depend on our partnership,” the statement said.

“We affirm the importance of building on this existing strong foundation for trade and investment and further deepening our relationship, with the common goal of strengthening the middle class.”

Windsor-Essex Chamber CEO Matt Marchand said the local area — where thousands of jobs are connected to the U.S. — should be at peace following the meeting.

“The U.S. president and prime minister talking about the importance of trade between the two countries was heartening to hear,” he said. “Obviously it was a good sign this administration will value the relationship with Canada — not just with trade, but as friends and allies.”

The fact Trump acknowledged the importance and his belief in the trade relationship “should go a long way in restoring confidence and end any concerns of a trade war,” Marchand said.

Topped off by the Howe bridge being prominent in the statement, the meeting certainly turned out to be “very positive for the Windsor-Essex County region,” he said.

“It’s clear the (Trump) administration was very well-briefed on the importance of the relationship between the two countries,” Marchand said. “That’s a credit to our diplomatic corps and their preparation for the meeting. Their efforts clearly paid off here.”

http://windsorstar.com/news/local-news/howe-bridge-highlighted-during-trudeau-trump-meeting

Trump Order Not Effecting Border

Windsor-Detroit border traffic not impacted by U.S. travel ban

CTV Windsor 

Published Wednesday, February 1, 2017 4:59PM EST 

Last Updated Wednesday, February 1, 2017 6:42PM EST

It’s been four days since U.S. President Donald Trump made headlines for his travel ban for people from seven countries.

It would appear the impact, so far has yet to be felt locally, even though leaders and residents on both sides of the border continue to voice concerns about getting across borders like that of Windsor-Detroit.

People who don’t have a Canadian passport, but might be from Iraq, Iran, Libya, Somalia, Sudan, Syria and Yemen will not be allowed to travel into the United States for at least the next 90 days.

Steve Ondejko, president on Onfreight says he thinks it was overblown.

He says none of Onfreights loads have been stopped or even delayed in clearing the Windsor-Detroit border this week.

Officials at both the Windsor-Detroit tunnel and Ambassador Bridge report no impact on traffic.

“It’s unclear as to what the actual restrictions are going to place on our industry in particular,” says Ondejko.

Ondejko admits however, all of his 100 drivers have Canadian passports and none are from the seven countries currently under a travel ban.

Bill Anderson chair of the Cross Border Institute says most of the trade, between Ontario and the United States goes across by truck.

Anderson says they are scrambling to collect information about what’s to come. He says even if the border has been moving efficiently and Canadian travellers aren’t delayed, they could be.

“It comes in when people are getting stopped for prolonged periods, that’s when it could start to have an impact on Canadian commuters. There’s a lot of confusion about who’s actually going to get caught up in this.

http://windsor.ctvnews.ca/mobile/windsor-detroit-border-traffic-not-impacted-by-u-s-travel-ban-1.3266950

Moroun Continues to Abuse the Legal System

State of Michigan seeking quick dismissal of latest Moroun suit

John Gallagher , Detroit Free PressPublished 10:29 a.m. ET Jan. 31, 2017 | Updated 3 hours ago

The State of Michigan is seeking an expedited ruling to quash the latest attempt by businessman Manuel (Matty) Moroun to delay or block construction of the Gordie Howe International Bridge project.

The dispute in the Michigan Court of Claims in Lansing stems from the attempt by the Michigan Department of Transportation to use its eminent domain powers to take some Moroun-owned land in southwest Detroit’s Delray district for the Gordie Howe Bridge project. Late last year, MDOT made what it described as a good-faith offer of $11,520,000 for the Moroun-owned land on West Jefferson Avenue in a filing in Wayne County Circuit Court.

Besides opposing that action in Wayne County, Moroun filed suit in the Court of Claims, where actions against the state are brought, seeking a ruling that Gov. Rick Snyder lacked the authority to negotiate a deal with Canada to build the bridge. As Moroun attorney Mike Cox, the former state attorney general, said when filing the Moroun action, “We say any bridge that is going to be built has to follow the law.”

In its response filed Monday, the state argued that a quick dismissal of Moroun’s Court of Claims suit was needed “to prevent Mr. Manuel Moroun from doing what he has done so often in recent years — misusing the legal process to delay the Gordie Howe International Bridge and preserve his monopoly on cross-border bridge traffic between Detroit and Windsor.”

Moroun and his family own and operate the privately held Ambassador Bridge, the venue for an enormous amount of cross-border trade and traffic. The family has fought the publicly owned Gordie Howe Bridge project tenaciously for years because the  new bridge is likely to siphon off a significant amount of trade and traffic, and the profits that come with them, from the Ambassador Bridge.

As the state’s filing Monday noted, Moroun has filed multiple lawsuits over the years in courts in Michigan, Washington, D.C., and Canada seeking to block the Gordie Howe Bridge. So far, he has lost on all major points and the bridge project is proceeding.

Recently the Windsor-Detroit Bridge Authority issued its request for bids to three teams of finalists vying to get the contract to build and operate the span. The authority is expected to name a winning team in 2018, followed by construction, with the new bridge opening around 2022.

Six Moroun-owned companies — Crown Enterprises, DIBDetroit, Riverview-Trenton Railroad, Central Transport, CE Detroit and the Detroit International Bridge Co. —  filed the lawsuit on Dec. 29 in Michigan Court of Claims against Snyder, MDOT and the Michigan Strategic Fund. The lawsuit argues that the state is improperly seeking to use eminent domain to take property from the companies because the state constitution gives the Legislature — not the governor — the authority to build international bridges.

Contact John Gallagher: 313-222-5173 or gallagher@freepress.com. Follow him on Twitter @jgallagherfreep.

http://www.freep.com/story/money/business/michigan/2017/01/31/moroun-bridge-michigan-lawsuit/97254572/

Battling a Giant

Gregg vs. Goliath

For years, a small truck ferry owner has been hauling hazardous materials across the Detroit River and battling Ambassador Bridge owner Matty Moroun. But if he wins, he will probably put himself out of business.

BY JACK LESSENBERRY // PHOTOGRAPHS BY JACOB LEWKOW 

Published: January 31, 2017 

FERRY OWNER GREGG WARD TAKES AN INTERNATIONAL VIEW OF THE DETROIT-WINDSOR BORDER.

Today, if the ice isn’t too thick, a few trucks that carry hazardous materials or are just too big for the Ambassador Bridge will squeeze themselves onto a 45-year-old ferry, the Lac St. Jean, at a hard-to-find dock a couple miles south of downtown.

When the trucks are aboard, Capt. David Seymour will fire up the engines of the Stormont, a battered, old Canadian tugboat, and chug off across the Detroit River, collect a few more vehicles, chat with the customs folks, and then chug on back.

The Detroit-Windsor Truck Ferry might, on a good day, haul 50 trucks across the water. That compares to, oh, 8-10,000 or so trucks that roll across the Ambassador Bridge every day.

There’s very little comparison — or love lost — between the men behind each operation. 

The Ambassador Bridge is owned by Matty Moroun, 89, one of the richest people in Michigan.

The bridge itself was completed in 1929, just as the greatest depression in American history was settling in.

Moroun managed to outmaneuver legendary investor Warren Buffett and gain complete control of the bridge in 1979.

He also owns a vast trucking empire, CenTra, plus the hulking ruin of the Michigan Central Station, and vast swatches of what are often called slum properties around both his bridge and what will be the new Gordie Howe International Bridge, the creation of which Moroun has fought ferociously for years.

Forbes magazine has rated Moroun’s net worth at around $1.6 billion. 

The Detroit Windsor-Truck Ferry was started on April 22, 1990, — Earth Day — by Gregg Ward and his father, John.

The date was appropriate. The Ambassador Bridge isn’t certified as safe for hazardous materials. These days, the elder Ward has been ailing, and his son has been running the business.

Gregg Ward is outwardly cheerful and warm, and looks a decade younger than his 55 years. But his life is anything but easy. Instead of a mansion in Grosse Pointe Shores, he has a nice but modest home in Dearborn. A divorced father of two, he doesn’t often see his daughter Emily, who is in college in Europe. (His former wife moved back to her native Iceland.) His life revolves around caring for his 20-year-old autistic son, Michael, to whom he is totally dedicated.

It would be safe to say that those who compile the Forbes list of the richest Americans have never heard of Gregg Ward.

“You know, we started this thinking it would be a part-time job, and it became our lives,” he tells me over lunch at Johnny Noodle King in southwest Detroit, not far from his ferry.

For him, in many ways, this business is ideal, since it allows him the flexibility to take care of his son. But there’s a cloud on the horizon; once the Gordie Howe bridge is open to traffic, Ward expects it will put him out of business.

“The new bridge should be safe for hazardous materials,” he says, as well as being large enough to carry the huge windmill pylons that now use his ferry service.

That means the Detroit-Windsor Truck Ferry will no longer be able to compete. 

You might think that would make Ward as determined as Moroun to stop the new bridge.

But you’d be totally wrong.

For more than a decade, long before Rick Snyder ever thought of running for governor, Ward has fought for a new bridge.

He does that, to be sure, because he doesn’t like how Moroun does business or treats people.

His stories about the billionaire could fill a book, and would undoubtedly invite lawsuits from Moroun, whose love of litigation is legendary. 

“What some might get out of a night with Marilyn Monroe, Matty gets out of suing people,” former Gov. James Blanchard, who had worked both for and against Moroun as a lobbyist, once told me.

But most of all, Ward thinks a new bridge is essential for this region’s survival. “If it didn’t happen and something happened to put the old bridge out of commission, this region would be so euchered …” he says.

He shakes his head. “I don’t know why the business leaders, the automotive companies especially, aren’t calling more loudly for the bridge to be built.”

What’s not in dispute is this: Around half a billion dollars in goods, mainly heavy auto components, trundle across the Ambassador every day. Unfortunately the bridge is not only wearing out, showering concrete onto a Windsor neighborhood last year, but it’s also in the wrong place for traffic patterns. Trucks crossing into Canada have a dozen lights to get through before they get to Highway 401.

That’s starkly inefficient, which is why at peak times, you can see traffic backed up onto I-75. That won’t happen with the Gordie Howe; the Canadians have built carefully landscaped access roads to whisk traffic on to their freeway system.

But progess lags on the Michigan side, around Delray, the area where the bridge would be anchored. 

Ward is worried. “Delay, delay, delay,” he says.

He’s also suspicious that Mayor Mike Duggan is dragging his heels on transferring jurisdiction over roadways and easements, so that work on things like electrical connections can start.

“I worry that he is doing a deal with Moroun,” Ward says. 

The Ambassador Bridge owner has long argued that he should be allowed to build a new bridge at his own expense, next to his old one.

But that would make no sense from either an environmental or traffic point of view. 

A spokesman for the mayor denied any deal: “We continue to support the Gordie Howe bridge, and we are committed to ensuring that the needs of those who live in the community are addressed,” says Jed Howbert, executive director of the mayor’s Jobs & Economy Team (JET).

But Ward isn’t too sure.

Moroun’s idea of “twinning” his current bridge seems to be an obsession, but probably also a fantasy. Higher-up Canadian officials have told me they will never allow that.

Ottawa is so committed to the Gordie Howe bridge, Canada is even going to pick up Michigan’s half-billion dollar share of the tab, money Canada will supposedly be repaid someday out of the tolls.

But Moroun’s fantasy is a rich one. 

“Every year of delay is that much more in profits for the Morouns,” Ward says, and that much more lost to businesses on both sides of the border. 

Ward, who grew up in Indiana and moved to Michigan at 17, has always seen things in terms of an international focus. After earning a BA in international studies at the University of Michigan-Dearborn, he went to the Université Laval in Quebec to be certified as fluent in French, before earning an MBA in finance from Michigan State University.

He’s been a business consultant and adviser for a dozen countries, including the Baltic States and Romania, but sees the U.S.-Canada relationship as key to our economic future.

Ward does think the Gordie Howe bridge will eventually happen; his guess is that it might be ready for traffic by 2022.

What he will do then is a good question. But he is almost universally regarded as an honest and caring person.

And nobody knows bridge issues like he does. 

“Gregg has an exhaustive knowledge of the subject,” longtime investigative reporter Joel Thurtell has noted. “Those of us who have written about the proposed new bridge owe Gregg Ward a huge debt for maintaining what amounts to a digital news service that keeps us up to date.”

Ward’s also politically and economically savvy. But when I ask whether he might ever consider a career in politics, he laughs. 

“How can you compromise on the most basic things? I can’t see myself going up to the worst sons of bitches and shake hands and acting like everything is fine,” he says. 

I decided I didn’t need to ask who he meant. 

http://www.hourdetroit.com/Hour-Detroit/February-2017/Gregg-vs-Goliath/

Trump could light a fire to move the Gordie Howe Bridge project forward

A bridge not far enough? Repairing roads and bridges comes with pros and cons

By Kathy Hoekstra – Watchdog.org – – Monday, January 9, 2017

A few months ago, a Detroit Free Press headline asked, “Will the Gordie Howe bridgeever get built?”

It’s a fair question for the $2 billion, publicly funded project launched more than a decade ago to relieve growing congestion on the Ambassador Bridge that connects Detroit and Windsor, Ontario.

Planners say construction could begin as soon as mid-2018.

If that’s not soon enough, how about this year? Or this spring?

A transition team adviser for President-electDonald Trump tells Watchdog.org that all it would take is “just a phone call from Trump.”

Norman F. Anderson is president and CEO of CG/LA Infrastructure and an adviser to the Trump “infrastructure task force.” That group is charged with prioritizing and coordinating the president-elect’s ambitious $1 trillion infrastructure program — that is, $137 billion in tax incentives used to lure the remainder from private investment.

Mr. Anderson said the task force already has identified 68 projects across the country that could begin this year — although he did avoid the term “shovel-ready” — for a total investment of $262 billion and the potential for 700,000 jobs.

The bridge would bear the name of the Red Wings immortal near the top of the list. Other examples provided to Watchdog.org are the Plains & Eastern Clean Line transmission project, Dallas-to-Houston high-speed rail, the Southwest Pass dredging project south of New Orleans, the Yakima River basin water pumping station and Veterans Affairs hospital construction.

Whom would Mr. Trump call to push the Gordie Howe International Bridge to the starting line?

Many who have followed the bridge saga would likely agree on billionaire Manuel “Matty” Moroun. He and his family own the 87-year-old Ambassador Bridge, which charges $5 for cars in the U.S. to cross. He has raised some of the biggest roadblocks to a publicly funded bridge that would compete with his family’s $60-million-per-year enterprise.

The latest gambit is a lawsuit claiming Michigan Gov. Rick Snyder, a Republican, is doing an illegal end run around the Legislature to get the bridge built.

Mr. Anderson demurred on the phone call speculation, saying the 2017 projects compiled by the task force all have the same unmistakable impediment to progress.

“All are projects that would be ready to go, simply lack the final approval, permit or push,” he said. “The point is that there are projects, many of them across all sectors, tied up in the soon-to-be former administration’s lack of leadership, willingness to take risks, and indecisiveness. And that’s not a political point. It’s just a fact.”

Mr. Anderson also chided the Obama administration for not having the right infrastructure professionals at the table, which led to misplaced spending.

“The failure of the Obama people to identify good projects and invest in those projects doesn’t logically mean there aren’t good projects; it just means that they sucked at it — radically underestimating the complexity, setting mediocre people to the task of execution and not following through,” Mr. Anderson said.

Veronique de Rugy, a senior research fellow at the free-market-oriented Mercatus Center, is equally critical of President Obama’s infrastructure efforts, especially his signature American Recovery and Reinvestment Act — the $800 billion stimulus package that kicked off his administration.

A 2011 Mercatus paper that Ms. de Rugy co-wrote, “Would More Infrastructure Spending Stimulate the Economy?” challenged the notion that a quick infusion of government money for infrastructure projects instantly creates shovel-ready jobs and jump-starts economic growth.

“President Obama had roughly $47 billion in direct infrastructure spending, and the idea was to invest it into ‘shovel-ready’ projects. And it would take the place of the private sector during the recession,” she explained to Watchdog.org. “And once the economy picked up, the private sector would then come back.”

The federal government’s final report in 2014 shows that $30 billion of that money went to transportation infrastructure, while the bulk of the rest went toward shoring up state and local governments and sudden paperwork-laden grant programs.

“President Obama himself had to acknowledge that there are just not that many ‘shovel-ready’ projects,” Ms. de Rugy said.

Ms. de Rugy said that even though Mr. Trumpaims to encourage more private investment through tax incentives, the plan likely will go down the same unsuccessful path. It’s not the mix of government and private spending, she said. It’s which projects are chosen and why, often a choice based on politics and popularity rather than merit.

A project as high-profile as the Gordie Howe Bridge is a no-brainer for investors, who can expect ribbon-cuttings, outsized press coverage and perhaps a cut of revenue. After all, the Ambassador Bridge pulls in $60 million per year.

But how eager are investors to fix crumbling highways in Detroit that get motorists to the bridge?

“One of the things we may actually need is maintenance. But I don’t think that’s what [Mr. Trump is] going to have in mind — to just do maintenance. It’s not that lucrative for the private sector,” she said. “So I think they’re going to find that the administration’s grand idea is going to be a whole lot of misallocation of capital or that there’s no amount of tax credit that can actually attract the private sector to do some of the stuff that would be useful to do.”

Another pitfall the incoming administration needs to avoid, Ms. de Rugy said, is considering government infrastructure spending a “jobs” program. It is a popular notion, especially among Democrats looking to recapture the votes of American workers who have defected to Mr. Trump.

“If we need to build infrastructure, try to get the highest quality for the lowest price and try to ignore the ‘economic impact’ or the ‘jobs impact,’” she said. “That’s not your reason to do it. It’s because you need it.”

Mr. Anderson blames infrastructure sluggishness on a market shackled by regulations, the “incompetent, slow and sleazy execution of studies” that cause endless delays, and leadership unwilling to challenge the regulatory status quo or revitalize the public sector.

Ms. de Rugy and Mr. Anderson agree, however, that time is of the essence.

“The infrastructure is a very, very bad tool to try to stimulate the economy in the short term,” Ms. de Rugy said. “It has to happen fast. And that’s actually really just hard to put in place.”

The ever-optimistic Trump team thinks not.