New bridge to help carmakers

Traffic hurting auto industry

By Theophilos Argitis And Andrew Mayeda, Bloomberg News

Chrysler Group LLC says traffic delays at the Canada-U.S. border are driving up costs for the world’s seventh-largest carmaker, which sends 2,000 finished cars and trucks a day across an 83-year-old bridge linking Detroit to Windsor.

Prime Minister Stephen Harper wants to change that, announcing an investment of at least $550 million to build a bridge to speed shipments across the busiest commercial border crossing in the world’s biggest trade relationship.

“The name of the game with respect to our manufacturing operations is just-in-time inventory, not just-in-case inventory delivery,” said Reid Bigland, chief executive officer of the Canadian unit of Chrysler, majority owned by Fiat SpA, in a telephone interview.

The span would supplement the Ambassador Bridge, which has connected the two cities since 1929.

More than $130 billion in shipments and 8,000 trucks cross the Detroit-Windsor border each day, according to Canadian government data.

The crossing carries 25 per cent of truck commerce between the countries, and more than seven million vehicles a year, according to the Public Border Operators Association.

Delays in sending shipments across the existing bridge have added “unnecessary costs” for automakers, Bigland said.

Sales to the U.S. by Linamar Corp., a parts maker based in Guelph, increased 29 per cent last year to $188 million.

While U.S. revenue has increased, some automakers have cited bottlenecks at the crossing as a drawback to sourcing supplies in Ontario, said Mark Stoddart, chief technology officer and executive vice-president of marketing at Linamar.

Harper called the bridge the “most important piece of international infrastructure that this government will complete while I’m prime minister.”

“We are prepared to do everything in our power to make it happen on the Michigan side,” he told reporters at a news conference June 15 in Windsor.

U.S. President Barack Obama and Harper in December agreed to take steps to speed the flow of goods and people across the border in a bid to counter weakening trade ties.

Border regulations cost Canadian businesses about $16 billion annually, the Canadian government estimates.

The complete project, including customs plazas on either side of the border, is estimated to cost $3.5 billion to $4 billion, Transport Canada spokesman Patrick Charette said.

Canada has committed as much as $550 million to pay for infrastructure on the Michigan side, and costs for other parts of the project are “still being refined,” Charette said. Michigan isn’t providing any funding.

Tolls collected on the Canadian side will be paid to the private company that will design, build and operate the bridge. Part of the tolls will help the Canadian government recoup its investment, Charette said.

Construction will provide about 12,000 jobs annually for four years, the Center for Automotive Research said.


The four-lane Ambassador Bridge was completed in 1929 by banker Joseph Bower. At 7,490 feet (2,283 metres), it was the world’s longest suspension bridge at the time, according to the bridge’s website.

Debate rages over plans for new Detroit-Windsor traffic bridge

Oakland Press

Of The Oakland Press

Residents of Southeast Michigan and Southern Ontario share more than a love of hockey.

Economies on both sides of the historic border are intertwined, meaning officials from Port Huron to Race Point and Detroit Light worry about the same issues, such as pollution, water levels, security and whether it is time to build another bridge over the Detroit River.

On the Canadian side, it’s become an article of faith that a second bridge — the Detroit River International Cross or DRIC Bridge — is needed.

“Roughly 28 percent of the trade between the U.S. and Canada, $150 billion, crosses the river between Windsor and Detroit on infrastructure built by our grandparents,” Windsor Mayor Eddie Francis said during a telephone interview with The Oakland Press.

Francis and much of the political establishment through Windsor and the province of Ontario have campaigned for the DRIC bridge and have offered to loan the the state of Michigan $550 million to build the new bridge about a mile from the existing Ambassador Bridge, which carries most of the freight traffic across the Detroit River.

The Detroit-Windsor Tunnel, which is owned jointly by the city of Detroit and the city of Windsor, also is one of the busiest crossing along the U.S.-Canada border, and a century-old railroad tunnel now owned by the Canadian Pacific Railway also is open for freight traffic.

Support here at home

The DRIC Bridge has support on the U.S. side of the border. The Ford Motor Co. and Chrysler Group, both of which have interconnected operations in Southeast Michigan and Windsor, have endorsed the DRIC Bridge.

General Motors Corp. not only has endorsed an additional crossing but explicitly endorsed the DRIC, which is favored by Gov. Jennifer Granholm, in legislation approved by the Michigan House of Representatives as well as the Michigan Department of Transportation and the construction unions.

However, while the Canadian support for the bridge appears quite solid, it is not as broad in Michigan.

Sen. Nancy Cassis, R-Novi, said after looking over the traffic studies supplied by Warren-based Ambassador Bridge that she questions whether there is enough cross-border traffic to justify construction of a new bridge. The Michigan State Senate is considered one of the last major barriers to construction of the DRIC bridge.

“It’s far from resolved. The Senate is trying to be reasonsable and accountable,” Cassis said.

“We’ve got to do our own due diligence. This is one of the largest projects anyone has ever seen. We’re being asked to spend between $2 billion and $5 billion.”

But if there weren’t enough traffic to generate the tolls required to retire the bonds for the DRIC, Michigan taxpayers would wind up paying for the bridge, Cassis said. Other Republican senators also have challenged the need for a new bridge, including Senate Majority Leader Michael Bishop.

Ambassador Bridge owner under fire

Dan Stamper, president of the Ambassador Bridge Co., said in an interview that traffic across the Ambassador Bridge has been reduced in the past decade and effectively neutralized the economic demand for a new bridge.

“It can’t support itself. The tolls are going to be four times what they are now (on our bridge), or they are going to have to be subsidized by taxpayers or it isn’t going to happen,” Stamper said.

“They can’t pay the interest from tolls for maybe 40 or 50 years, but until then taxpayers are going to have to subsidize the DRIC bridge,” Stamper said. Even the Blue Water Bridge in Port Huron, which competes with the Ambassador Bridge for traffic, has lived off a steady stream of subsidies since it was expanded to two spans in the 1990s.

Moreover, the Ambassador Bridge Co. has spent several hundred million dollars of its own money in the last several years on both sides of the border in preparation for the construction of a second bridge alongside the existing bridge. “We’ve already spent $500 million getting to where we are today. Whatever money we need we can raise,” Stamper said.

“The U.S. State Department has written to us saying we have the right to build or expand or twin our bridge,” Stamper added, noting the Ambassador Bridge operates under the terms of a special treaty negotiated by the U.S. and Canadian governments in 1921.

However, the DRIC bridge will require what’s known as a “presidential permit,” since it will span an international border. Stamper said the privately held Ambassador Bridge Co. will most certain sue in federal court to prevent President Obama from issuing the necessary permit.

The DRIC bridge also faces challenges from other groups on both sides of the border, including the Sierra Club of Ontario, he said.

And the intentions of the Ambassador Bridge’s management and owner, Matty Moroun, have come under fierce attack from Canadians.

In a provocative speech at a luncheon at the Detroit Economic Club on May 17, then-Canadian Transport Minister John Baird said Moroun and The Ambassador Bridge Co. have gamed the system.

“The Morouns have not submitted any applications to build their bridge,” Baird said. “They have not begun to meet environmental approvals. The Morouns have not even started to prepare to begin to do anything at all about building their new bridge.

“On a scale of 1 to 100, they are at a zero,” he said. “They have no approvals in place. They were talking about the twin span 20 years ago. It takes years to get all the environmental approvals you need in Canada.”

‘DRIC bridge is shovel ready

That’s in sharp contrast to DRIC, which has obtained all permits and approvals on both sides of the border, except for the presidential permit, which cannot be applied for until the Michigan Legislature approves the DRIC, Baird added.

DRIC supporters in Michigan and Canada have said the Ambassador Bridge Co. is fighting a second bridge to maintain its lucrative, cross-border monopoly.

Stamper contends all the delays on the twin bridge have been created by the Canadians and their penchant for bureaucracy.

“We filed an environmental impacts statement with the Canadians in 2007,” he said.

“The facts are that the Ambassador Bridge Co. has all the property it needs in Windsor to manage the traffic from two bridges. The key problem has been Customs Canada has been slow to develop a 25-year-long plan for managing the traffic at the border.”

Windsor Mayor Francis, however, said the situation is more complicated, noting the off ramps from an expanded Ambassador Bridge crossing would saddle one of the city’s most thickly settled areas with more traffic, and more importantly, vehicle pollution.

Critics also contend the the Ambassador Bridge Co. has used its political muscle to limit competition.

Through the years, the Ambassador Bridge Co. had developed close ties to former Detroit Mayor Kwame Kilpatrick and his mother, Rep. Carolyn Cheeks Kilpatrick, who was a major supporter of the Twin Bridge. The Morouns also have given money to several other political figures, including Bishop and Democratic gubernatorial hope Virg Bernero.

Stamper denies the Ambassador Bridge Co. is trying to buy influence with its political contributions.

“James Blanchard is a paid consultant for DRIC bridge for years. We educate folks with facts and they make up their own minds. We tried to correct the record. It shouldn’t be this hard to spend $1 billion,” Stamper said, noting the construction of a new bridge next to the existing Ambassador Bridge will create as many as 4,000 jobs.

Meanwhile, the debates rolls on with no sign of climax.

Sen. Gilda Jacobs, D-Huntington Woods, in an e-mail to The Oakland Press said, “I do support the DRIC and would like to see the project move forward. The arguments that the funds the Canadian government are willing to put up will somehow come back to cost Michigan taxpayers have not swayed me.

“In general, I’ve found the rhetoric being used to oppose the DRIC construction to be scare tactics.

Also, there seems to be a broad base of support for this project from former governors (James) Blanchard and (John) Engler, to L. Brooks Patterson to the Canadian government to the tradespeople who would see jobs from the project.

“Such a coalition of leaders and industry is not a common occurrence, and I think we can all see the benefit that not only the construction of the bridge would have for our workers, but also the permanent jobs created once the project is completed.

“Furthermore, a recent report from the Brookings Institute ranked Detroit as fifth nationally in the amount of export jobs, surely our geographic advantages have allowed us the room to further develop our safe and efficient border with Canada to the benefit of the entire state,” Jacobs said.

Windsor Mayor Francis said another bridge also will protect the local economy from sabotage.

Terrorists could find it relatively simple to target one bridge, but attacking two would be far more difficult.

“From our perspective, it is very critical and there is the ability to have redundant capacity,” he said.

Stamper, however, said it is more likely a terrorist attack would target multiple spans, not just one. The Ambassador Bridge company also has developed a way to use a pontoon bridge to move traffic across the river if its bridge is put out of action.

“On the Canadian side everything is ready, there is a very significant level of trade that crosses the border,” Francis said. “The prosperity it brings isn’t an accident, we have prepared for it. The DRIC bridge is shovel ready. You could approve it in December and be ready to go in January. It will bring a lot of jobs and stimulus to our economy.

“The Canadian government will put up our money. All we’re doing is basically reciprocating on a friendship. Michigan has come to Canada’s assistance when we built the Blue Water Bridge. There are precedents for government-to-government cooperation. There is no prohibition.

“Mr. Moroun has a business interest and he’s trying to his protect it,” he said. “But we also need the DRIC Bridge.”

DRIC permeates Mackinac; Big 4, candidates state cases

A proposed new Detroit River bridge was the subject of discussion, debate and lobbying during last week’s annual Mackinac Policy Conference.

With the state Senate preparing for a second week of committee debate on legislation that would green-light Michigan’s end of the joint U.S.-Canadian project, gubernatorial candidates staked out their position on the proposed bridge.

Chrysler Group L.L.C. CEO Sergio Marchionne also reiterated his company’s support for the publicly owned span during the Detroit Regional Chamber‘s event that attracts business and civic leaders and policymakers to the island.

The Michigan Department of Transportation on Friday released revenue estimates it previously said it planned to keep secret to protect the competitive bid process on the $5.3 billion Detroit River International Crossing that would link Ontario’s Highway 401 and I-75 in Detroit.

The agency estimates a new bridge would collect $60 million in toll revenue its first year based on a predicted daily average of 18,700 cars and trucks — a traffic estimate criticized as overly optimistic by some infrastructure analysts and by the privately owned Detroit International Bridge Co. that runs the Ambassador Bridge.

That bridge is believed to generate $60 million annually right now.

MDOT also promised that the bridge cost would be borne by the private sector and Canada, and Michigan taxpayers wouldn’t be exposed to construction costs or any risk if the project defaulted because traffic estimates failed to match reality.

Tolls are supposed to pay for the bridge’s financing debt and maintenance costs. It would be owned by both nations but operated by the private sector under the current plan.

The private bridge company, owned by Grosse Pointe trucking industrialist Manuel Moroun, says that building DRIC about two miles from the Ambassador Bridge is unneeded and unfair government competition. He has ongoing litigation opposing DRIC and also related to his own stalled effort to twin his bridge, something opposed by Canada.

The bridge company on Friday said its May traffic was up 18 percent compared to a year ago, but noted that May 2009 was its worst crossing number since 1984.

DRIC’s backers have predicted the new span would eventually siphon about 34 percent of all the border traffic between Detroit and Port Huron. MDOT officials have said they believe the bridge company earns enough money that it can afford to lose some to a state-controlled crossing.

The opposition to DRIC or its enabling legislation is shared, to varying degrees and for varying reasons, by most of candidates for governor.

Republican Attorney General Mike Cox said at the conference that he worries the bridge could fail financially and would hurt the state’s bond rating.

“I don’t rule out a public bridge, but we don’t know enough about it right now,” said Cox, who said he has accepted campaign contributions from the Ambassador Bridge owners.

State Sen. Tom George, R-Kalamazoo, who also has taken Ambassador Bridge contributions, said he believes another bridge is less of a need than other problems in Michigan.

U.S. Rep. Peter Hoekstra, R-Holland, said he favors a public-private partnership to build a second bridge, using private money, but said it’s just a piece of a transportation hub that Southeast Michigan needs to form through investments in additional areas. He said he’s taken Ambassador Bridge owner financial contributions.

Republican Ann Arbor businessman Rick Snyder said Michigan “should be a transportation hub,” but he has questions that need to be answered about the public-private partnership model. He said he hasn’t taken money from any special interests.

Lansing Mayor Virg Bernero, a Democrat, said he opposes the DRIC-related legislation as written, but thinks there is a need for a second span. He and Oakland County Sheriff Mike Bouchard said they have received money from the Ambassador Bridge owners, and Bouchard said that “if we’ve got a private sector investor that’s willing to build the bridge, let’s take our money, time and investment elsewhere.

Only House Speaker Andy Dillon, D-Redford Township, who supported the House-passed legislation on May 26, favors DRIC and said the risk will be on the private sector. He believes he may have taken donations from the Ambassador Bridge in the past.

Chrysler’s Marchionne said the new span is critical to Chrysler’s just-in-time supply chain that includes 1,300 shipments and 2,000 cars and trucks crossing the Detroit-Windsor border every day.

“The need … is widely acknowledged. I want to make it clear that Chrysler strongly supports the DRIC” because it adds “necessary redundancy” to the current Ambassador Bridge as well as better access linking Canadian and Michigan highways.

DRIC proponents say the bridge is needed to create construction jobs and create or protect other jobs, to bolster trade and provide border capacity redundancy in case the other crossings went out of service.

The issue also was raised in the annual “Big 4” discussion among Detroit Mayor Dave Bing, Oakland County Executive Brooks Patterson, Wayne County Executive Bob Ficano and Macomb Board of Commissioners Chairman Paul Gieleghem. All expressed support for DRIC.

Patterson said he favors the DRIC because Windsor is unlikely to accept a second Ambassador Bridge span in its downtown area, “and if it’s not going to do it downtown, it’s either DRIC or (another bridge) in Buffalo. … I hope we can settle it soon. I love Matty, but he’s got a monopoly. Who wouldn’t want to protect a multibillion dollar monopoly? Why would you want a competitor?”

Added Ficano: “The Moroun family has legitimate concerns, but you can’t go against the Canadian government.”

“We all favor DRIC,” Bing said. “It will create 6,000 permanent jobs and ancillary jobs. He (Moroun) doesn’t want that bridge, but we’ve got to think beyond the individual entrepreneur and do what’s best.”

Said Gieleghem: “People are saying Michigan can’t afford it, but it needs to be looked at as an investment and about turning this region into a transportation and logistics hub.”

Crain’s reporters Amy Lane and Tom Henderson contributed to this story.

Bill Shea: (313) 446-1626,


Marchionne pulls no punches

Published: Monday, June 07, 2010

If anyone has a chance to convince Michigan senators to support the DRIC plan to build a second bridge between Windsor and Detroit, it has to be Sergio Marchionne.

The no-nonsense CEO of Chrysler Group LLC had a captive audience of politicians attending last week’s policy conference on Mackinac Island, and he took the opportunity to address them.

“I want to make it clear that Chrysler strongly supports the proposed DRIC,” he told them in a speech. “This proposed new crossing would add necessary redundancy and unimpeded access from Ontario’s highways to Michigan’s interstates.”

Then he gave policy-makers some numbers: Chrysler has 2,000 vehicles crossing the border every day, plus 1,300 shipments and hundreds of workers. Add in other companies and at least $100 million in goods cross daily.

“This project needs adequate attention and needs to become a priority in federal and state political agendas,” he continued, well aware senators have been waffling.

But those senators are also well aware of the devastating impact the collapse of Chrysler would have had on the disadvantaged state. They need the company to be able to operate at optimum efficiency, and Marchionne has made it clear that can’t happen without DRIC’s second span.

State leaders should also look at the $1.8-billion that would be pumped into Windsor and Detroit, generating about 30,000 jobs on both sides. Michigan alone would benefit from 10,000 direct new construction jobs.

Given all this, would senators say “no” to the best deal for their state? We hope not.

© The Windsor Star 2010

News from Mackinac: Business supports DRIC

“I want to make it clear that Chrysler strongly supports the proposed DRIC,” said Sergio Marchionne, CEO of Chrysler Group LLC. “This proposed new crossing would add necessary redundancy and unimpeded access from Ontario’s highways to Michigan’s interstates.”

“Smooth crossing is essential to our just-in-time manufacturing enterprise,” Marchionne said. “It is imperative that this new crossing be completed as soon as possible…this project needs adequate attention and needs to become a priority in federal and state political agendas, it is the most effective solution, in terms of costs and timing.”

Supporting DRIC and Public-Private Partnership Legislation

Access Engineering
Advanced Geomatics
Alfred Benesch & Company
Alliance of Automobile Manufacturers
American Council of Engineering Companies of Michigan
Arvin Meritor
Associated General Contractors of Michigan
Automation Alley
Automotive Parts Manufacturers Association
Backstrom McCarley Berry & Co., LLC
Canadian Auto Workers
Canadian Automotive Partnership Council
Canadian Industrial Transportation Association
Canadian Manufacturers & Exporters
Canadian Motor Vehicle Manufacturers Association
Canadian Teamsters, Local 879
CCN Matthews News Distribution Experts
CH2M Hill
Corradino Group of Michigan, Inc.
County Road Association of Michigan
David Bing, Mayor of Detroit
Detroit Logistics Company
Detroit Regional Chamber of Commerce
Detroit-Windsor Truck Ferry
Eddie Francis, Mayor of Windsor
Elaham Shayota LLC
Elsey Construction Products
Evans Group
Ex-Imp Global
Fishbeck, Thompson, Carr & Huber, Inc.
Ford Motor Company
Gannett Fleming of Michigan, Inc.
Gateway Communities Development Collaborative
Governor James Blanchard
Governor John Engler
Grand Rapids Area Chamber of Commerce
Grand Valley Metro Council
HH Engineering, Ltd.
HNTB Michigan, Inc.
International Union of Operating Engi0neers, Local 324
International Union, UAW
Jackson Chamber of Commerce
James Group International
L. Brooks Patterson, Oakland County Executive
Laborers International Union of North America, Local 625
Michigan Association of Counties
Michigan Infrastructure & Transportation Association
Michigan Manufacturers Association
Michigan Regional Council of Carpenters & Millwrights
Michigan State AFL-CIO
Monroe County Industrial Development Corporation
National Association of Manufacturers
Northwest Consultants, Inc.
NTH Consultants, Inc.
OHM Advisors
Ontario Chamber of Commerce
Ontario Road Builders’ Association
Ontario Trucking Association
Opus International Consultants, Inc.
Parsons Brinkerhoff
Road Commission for Oakland County
Somat Engineering, Inc.
Southern Wayne Regional Chamber
Southwest Detroit Community Benefits Coalition
Steve Tobocman, former State Representative
Surveying Solutions, Inc.
TesTech, Inc.
The Mannik & Smith Group, Inc.
The Michigan Building and Construction Trades Council
TY Lin International
URS Corporation
URS Corporation Great Lakes
Wayne County Commission

Chrysler boss Marchionne: We’re in it together


MACKINAC ISLAND — Drawing comparisons between his company and its home state, Chrysler CEO Sergio Marchionne told Michigan business and political leaders Thursday that the resurgent automaker has added 1,600 workers this year to accelerate its product development.

“In many ways,” he said, “the fates of Chrysler Group and the state of Michigan follow parallel paths. Skeptics had foreseen dire futures for both of us. We have all heard predictions that Chrysler would be relegated to the dustbin of history, and that Michigan’s glory days are in the rearview mirror.”

In an after-dinner speech at the Detroit Regional Chamber’s annual policy conference at the Grand Hotel, Marchionne also received strong applause for his resounding endorsement of plans to build a second bridge over the Detroit River.

“I want to make it clear that Chrysler strongly supports the proposed DRIC,” he said. “Each day, Chrysler moves more than 1,300 shipments, some 2,000 cars and trucks, and makes 1,600 entries per day at the Detroit-Windsor border. Hundreds of our employees cross the border to work in the U.S. or Canada.”

And in an interview, the blunt-speaking Italian-Canadian CEO of both Chrysler and its partner Fiat said Chrysler is “ahead of schedule” in posting profits and stopping a severe cash drain less than a year after exiting a government-imposed Chapter 11 bankruptcy.

Marchionne said “the thing we didn’t see coming” was the battle with dealers that the company tried to eliminate as part of its drastic overhaul.

“We’re winning most of the (arbitration) cases,” he said, “but it’s taking a lot of time and energy. It’s a hassle.”

Marchionne traveled to the island with Chrysler Chairman Robert Kidder and former Michigan Gov. Jim Blanchard, a Chrysler board member appointed by the UAW-run retiree health care trust that is Chrysler’s largest shareholder.

Ignoring the Grand dining room’s jacket-and-tie rule for men, Marchionne was clad in his signature black sweater as he told the crowd that Chrysler now has nearly 20,000 employees in Michigan, with annual wages of $1.8 billion. In addition to the 1,600 product development hires, Chrysler will start a second shift of 1,080 workers at its Detroit assembly plant to build the new Jeep Grand Cherokee.

Marchionne said the proposed second bridge between Detroit and Windsor — the project known as DRIC for Detroit River International Crossing — is essential to further growth for Chrysler.

“The need for an additional crossing to handle current and future trade flows is widely acknowledged, and it is imperative that this new crossing be completed as soon as possible,” he said.

Bankruptcy and a government rescue of Chrysler and GM, Marchionne said, “facilitated a courageous shift that brought together government, trade unions, business, workers and financial institutions as partners with the goal of saving more than just the automotive industry.”

But Chrysler and other automakers now face a host of new challenges, he said, singling out the rise of China as an automotive power.

“We cannot respond to this growth with a series of complaints that in the end all add up to one: ‘Why can’t the Chinese be like us?’ ” Marchionne said. “We cannot afford to be unprepared … reassuring ourselves of our invincibility.”

That message is spot-on. Detroit paid plenty for years of wallowing in denial and overconfidence. Now that Chrysler and GM appear to be stabilizing, it’s imperative that they not relax. That’s certainly not likely at Chrysler, not on Marchionne’s watch.

Contact TOM WALSH: 313-223-4430


Fiat’s Marchionne throws support to DRIC plan

Fiat-Chrysler chief calls proposed bridge project ‘imperative’

Alisa Priddle / The Detroit News

Sergio Marchionne, chief executive of Chrysler Group LLC and its Italian partner Fiat SpA, took on a new role Thursday as outspoken Michiganian in a pointedly political speech at the Mackinac Policy Conference on Mackinac Island.

Marchionne, who jets between Auburn Hills and Turin, Italy, every week with little time to embrace his new Michigan home, expressed concern for the state while calling on government to ensure smooth cross-border trade between Detroit and Windsor.

“My purpose here this evening is to talk to you of the prospects we at Chrysler see for the global auto industry, how our alliance with Fiat can contribute to reshaping it, and how we can work in partnership with the state of Michigan for mutual advantage,” Marchionne said.

A prime example: the proposed Detroit River International Crossing (DRIC), which would add a second bridge between Detroit and Windsor. The DRIC was approved last week by the Michigan House of Representatives but could face a rough passage through the Senate.

“I want to make it clear that Chrysler strongly supports the proposed DRIC,” Marchionne said. “This proposed new crossing would add necessary redundancy and unimpeded access from Ontario’s highways to Michigan’s interstates.”

On the line for Chrysler: 1,300 shipments and 2,000 vehicles daily, plus hundreds of employees who cross the border for work.

“Smooth crossing is essential to our just-in-time manufacturing enterprise,” said Marchionne, who holds dual Canadian and Italian citizenship, and attended the University of Windsor.

“Engines made in Trenton or stampings from Warren or Sterling Heights cross the border daily for use at assembly plants in Ontario.”

Industrywide, $100 million in goods crosses the border at Detroit daily, he said. Adding a second bridge is a $1.8 billion investment in the Detroit-Windsor area that would create 10,000 construction jobs in Michigan and 30,000 indirect jobs in the state and Windsor.

“It is imperative that this new crossing be completed as soon as possible,” he said, commending state representatives who supported the DRIC, and urging the Michigan Senate to do the same.

Marchionne also called for government help to establish the infrastructure to make fuel more available for vehicles powered by compressed natural gas.

Fiat has a line of vehicles that run on natural gas and Chrysler is exploring applications for the technology, he said. One solution might be home units so customers could refill their cars from their garage.

“This project needs adequate attention and needs to become a priority in federal and state political agendas,” Marchionne said. “It is the most effective solution, in terms of costs and timing, to lessen this country’s reliance on oil, especially foreign oil, while delivering a significant reduction in emissions.”

Such moves are in the interests of all the stakeholders, he said, noting the parallel paths of Chrysler and Michigan.

“Skeptics had foreseen dire futures for both of us,” he said. “We have all heard predictions that Chrysler would be relegated to the dustbin of history, and that Michigan’s glory days are in the rear-view mirror.”

Marchionne disputes such views, and repeated past comments that it can take a crisis to stir change. The trick is to ensure that when prosperity returns, complacency does not undo all the efforts.