In recent times, amid uncertainties surrounding the much-anticipated opening of the Gordie Howe International Bridge, the privately-owned Ambassador Bridge over the Detroit River has been actively seeking to retain trucking companies by reaching out to them, as reported by a representative from the industry.
Lak Shoan, the director of policy at the Ontario Trucking Association, mentioned that they began receiving reports from a few members about the Ambassador Bridge’s efforts during the spring. This outreach by the bridge was not formally communicated to the association but rather surfaced in casual conversations among members.
Several Canadian trucking companies engaged in cross-border operations were contacted by CBC Windsor to inquire if the Ambassador Bridge had made any offers regarding toll rates. Some companies declined to discuss private agreements, while others did not respond at all.
According to a now-deleted post from late July, a U.S. trucking union official instructed their members not to use the newly established Gordie Howe bridge due to a contract with the Ambassador Bridge, resulting in substantial toll savings of $240,000 monthly.
The toll rates and revenue played a significant role in the prolonged political battle to open the $6.4 billion Gordie Howe bridge, fully funded by the Canadian government. The agreement for the bridge’s operation includes a provision allowing the U.S. government to prevent the new bridge from reducing tolls below the average of similar regional crossings.
The influential Moroun family of Michigan, owners of the Ambassador Bridge since 1979, intensified their political lobbying efforts leading up to U.S. President Donald Trump’s sudden threat to halt the opening of the new crossing.
Although the Gordie Howe bridge eventually commenced operations on July 27, the opening was delayed from June at the request of the U.S. government, according to Prime Minister Mark Carney.
Trump has faced accusations of attempting to impede the opening of the new bridge to benefit the Morouns, but representatives of the Ambassador Bridge did not respond to queries before the publication deadline. However, information on their website suggests the availability of a cost-effective toll program for select trucking companies.
Shoan emphasized that the trucking association was unaware of the specific details of the Ambassador Bridge’s offers to companies but believed it centered around retaining or attracting fleets to use their services. He expressed support for healthy competition between bridges, potentially leading to reduced toll expenses for trucking firms.
Barrett’s Facebook post shed light on the financial details of the contract between FCA Transport and the Ambassador Bridge. Under the existing contract, a fixed monthly rate of $160,000 is paid, irrespective of the number of crossings made, which represents significant savings compared to the previous per-crossing payment method.
Stellantis, the parent company of FCA Transport, declined to confirm the exclusive toll contract with the Ambassador Bridge but acknowledged the importance of the Gordie Howe International Bridge in enhancing border crossings and supporting logistics operations.
Shoan highlighted that amidst the uncertainties surrounding the opening of the Gordie Howe bridge, the deals extended by the Ambassador Bridge would have been appealing to trucking companies seeking stability and cost certainty in the current economic climate.