{"id":174,"date":"2026-06-08T09:39:49","date_gmt":"2026-06-08T09:39:49","guid":{"rendered":"https:\/\/frontierhousingreport.com\/?p=174"},"modified":"2026-06-08T09:39:49","modified_gmt":"2026-06-08T09:39:49","slug":"canada-built-a-new-bridge-from-ontario-to-detroit-trump-refuses-to-open-it","status":"publish","type":"post","link":"https:\/\/frontierhousingreport.com\/?p=174","title":{"rendered":"Canada Built a New Bridge From Ontario to Detroit. Trump Refuses to Open It."},"content":{"rendered":"
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You should hold the top hand on the stick like you would hold a hammer when you\u2019re driving a nail. You have the most leverage, and you won\u2019t get your wrist broken. \u2014Canadian hockey legend Gordie Howe<\/em><\/p>\n

Read more A California Democrat Is Trying to Gut the State\u2019s Broadband Watchdog<\/a><\/p>\n

By rights, opening the Gordie Howe International Bridge between Detroit and Windsor, Ontario, should mean celebrating the Saskatchewan-born Detroit Red Wings hockey great who spent 25 years with the NHL team. After nearly a decade of construction, the longest cable-stayed bridge on the continent should be providing long-sought relief from chronic traffic bottlenecks for commuters, vacationers, and truckers at the United States\u2013Canada border.<\/p>\n

Last week, Department of Homeland Security Secretary Markwayne Mullin told the Senate Appropriations Committee that U.S. customs and border employees are \u201cready to go.\u201d And yet the bridge stretching 1.5 miles across the Detroit River has become a point of leverage in the trade talks between the U.S. and Canada. Both Canada and Mexico have called for a renewed 16-year USMCA agreement. President Trump responded with another \u201c51st state\u201d post. Neither Canada nor Mexico is budging. Meanwhile, Michigan and Ontario drivers, cyclists, and pedestrians wonder how much longer they\u2019ll have to wait before they can use the river crossing.<\/p>\n

More from Gabrielle Gurley<\/em><\/strong><\/p>\n

The Canadians\u2019 insistence on adulting has done nothing but rile up a White House obsessed with exercising hard power through trade sanctions. In a May interview with a Windsor, Ontario, radio station, Evan Solomon, the Canadian minister who heads up the Federal Economic Development Agency for Southern Ontario, all but admitted that the bridge is effectively being held hostage in the USMCA negotiations: \u201c\u2026 But you know there\u2019s a lot of factors. The bridge is one factor, trade, there\u2019s a lot of industries that are being impacted.\u201d<\/p>\n

Gordie Howe didn\u2019t dole out stick handling advice with U.S.-Canada relations in mind. But ever since Canadian Prime Minister Mark Carney turned the tables on American intransigence at Davos by asserting his country\u2019s middle-power prerogatives, the White House has been thrown off-kilter. Will Carney\u2019s strategy, relying on globe-trotting soft power, translate into more leverage for Canada, now that the administration has welded the bridge to USMCA negotiations?<\/p>\n

THE AMBASSADOR BRIDGE<\/strong>, the Detroit River crossing between the Motor City and Windsor, Ontario, opened about two weeks after the stock market crash that sent the globe spiraling into the Great Depression. In recent decades, replacement proposals nowhere. The privately owned toll bridge conveys about $300 million in commercial goods daily, about 25 percent of the annual land trade between the U.S and Canada. But it has lost its ranking as busiest span between the two countries. It has high tolls and is decrepit, congested, and basically living on borrowed time: Many commercial drivers go two hours north to use the Blue Water Bridge into Ontario.<\/p>\n

The Detroit-Windsor Tunnel, the world\u2019s sole underwater international border crossing and a third option to cross the river, prohibits trucks carrying hazardous materials. An estimated 400 commercial vehicles will cross the Gordie Howe Bridge every hour, truckers 850,000 hours\u2014if it ever opens.<\/p>\n

The Moroun family, owners of the Ambassador Bridge since 1979, have long squelched any progress toward building a second, competing publicly owned span (in part by convincing state lawmakers, especially rural ones, that a new bridge would only benefit Detroit). The family patriarch Manuel Moroun was at the center of maddening dealings involving the span, including being briefly jailed in 2012 at age 84 for refusing a court order to complete a link to the bridge for local freeways.<\/p>\n

By then, supremely frustrated Canadian officials were putting their loonies and toonies together for a new bridge: Construction began in 2018 and cost the country nearly $4.5 billion. No one on the American side paid a cent, but the federal government did agree to turn over the toll revenues to Canada as reimbursement. Michigan also has its sights on those revenues, but its cut may be a long time coming since Canada needs to deal with its obligations.<\/p>\n

The senior Moroun died nearly six years ago. Matthew Moroun, his billionaire son and a Trump supporter, took up the family\u2019s bridge vendetta with the White House. In February, the president helped out by declaring that he intended to block the bridge\u2019s opening until the Canadians exhibited the proper deference and paid the U.S. compensation for \u201ceverything we have given them.\u201d Afterward, MAGA Inc., a Trump-aligned PAC, received a $1 million contribution from the family. The White House and the PAC denied any quid pro quo.<\/p>\n

MICHIGAN GOV. GRETCHEN WHITMER (D<\/strong>); former Gov. Rick Snyder (R), who helped seal the bridge deal; Pete Buttigieg, former Biden transportation secretary turned Michigan transplant; Ontario Premier Doug Ford; and Carney have all called for the bridge to open.<\/p>\n

But once the Trump administration decides to block an infrastructure project, pleading doesn\u2019t make much difference\u2014unless the courts intervene. New York and New Jersey got Gateway rail tunnel funds restored after they filed suit and federal judges forced the Transportation Department to release the funding. Neither Michigan nor the Windsor-Detroit Bridge Authority (WDBA), the Canadian government entity that oversees the bridge project (a public-private partnership with the Bridging North America consortium), seems interested in going that route.<\/p>\n

If not for the USMCA, both Canada and the U.S. would likely be in worse shape, especially since the White House struck again last week, levying another round of tariffs on Canada, Mexico, and 54 other countries for violations involving goods made with forced labor (known as Section 301 investigations). USMCA-compliant goods won\u2019t be subject to these latest tariffs.<\/p>\n

\u201cWhat you have is over 80 percent of Canadian trade enters under USMCA tariff rates, which are almost zero,\u201d says Inu Manak, a senior fellow for international trade at the Council on Foreign Relations. \u201cI think that the administration fully understands that if they were to put across-the-board tariffs on Canada, as they had on other countries, it would be tremendously disruptive to U.S. industry.\u201d Total trade between Canada and the U.S. reached nearly $910 billion in 2024.<\/p>\n

Read more The Republican Senate Chickens Out<\/a><\/p>\n

Right now, the U.S. has the leverage going into North American trade talks. While the American focus is on compelling Mexico to make concessions not only on trade issues, but on immigration, narcoterrorism, and border security, Canada drifts. \u201cThere\u2019s nothing that says that the USTR [United State trade representative] has to submit anything to Congress before deciding what to do, so there is enough space in there for the administration to say, well, the president can decide what he wants to do with the USMCA,\u201d says Manak.<\/p>\n

However, modifying or otherwise dispensing with the pact altogether requires congressional action. The countries will begin a of the treaty beginning on July 1. Canada and Mexico want to extend the treaty for 16 years. The three countries can also agree to review it annually.<\/p>\n

Those talks are on the rocks. Last week, during a bilateral round of negotiations with Mexico, the U.S. proposed a substantial modification of automotive rules of origin. The change would require 82 percent North American content with 50 percent of that value produced in the U.S. to qualify for preferential tariff rates. There was no provision made for Canadian content. The omission sparked suspicions that American negotiators might try to force Canada to accept that proposal, or float an entirely new bilateral agreement with Canada.<\/p>\n

U.S. Trade Representative Jamieson Greer has gone so far as to lump Canada in with China as countries that \u201cretaliated\u201d against the U.S when it decided to levy tariffs. He labeled the challenges with Canada as \u201csignificant.\u201d \u201cThey\u2019re just in a different spot,\u201d Greer told a Council on Foreign Relations audience in New York at the end of May. \u201cAnd it\u2019s hard to see necessarily where that ends.\u201d<\/p>\n

Carney\u2019s China deal to import 49,000 Chinese-made EVs, while a small number where autos are concerned, also appears to have set off the administration\u2014worried, perhaps, that Canada might go so far as to invite China to site manufacturing plants in Canada.<\/p>\n

\u201cMy general rule of thumb is it\u2019s impossible to stop pure economics,\u201d says Jason Miller, a Michigan State University professor of supply chain management. \u201cThere\u2019s a market for Chinese EVs, so there will be a process through which they will eventually get to North America in significant quantities. If you\u2019re the Canadians, you\u2019re saying, \u2018Hey, if we could become sort of the production base for Chinese EVs, that helps revitalize our auto industry.\u2019\u201d<\/p>\n

President Trump, however, has completely dismissed Canada\u2019s importance to the American economy. \u201cYou\u2019ve had the president say things like \u2018We don\u2019t need their cars, we don\u2019t need their aluminum, we don\u2019t need their steel, etc.,\u201d he adds. \u201cIt\u2019s certainly a limited standpoint that is categorically untrue.\u201d The White House \u201chas taken a situation that was already not good and made it significantly worse.\u201d<\/p>\n

As if on cue, Carney appeared at the Economic Club of New York two days after Greer\u2019s remarks to count the ways he\u2019s reeled in trade deals. Chinese EVs have already begun arriving in Canada, and he scored two surveillance aircraft as part of a deal with Saab, the Swedish aerospace and defense firm. Carney\u2019s parting message\u2014\u201cCanada strong will help make America great again\u201d\u2014was quite the burn after Trump\u2019s failed China excursion.<\/p>\n

FROM AN ENGINEERING STANDPOINT<\/strong>, the Gordie Howe International Bridge is more than ready for prime time. In addition to customs and border facilities, the bridge also requires a State Department permit and a directive from the Transportation Department to take down the barriers from Interstate 75. Whether the White House plans to cooperate on those is an open question. Every week that the bridge isn\u2019t open costs the WDBA $7 million.<\/p>\n

Carney, the former head of the Bank of Canada and the Bank of England, is nothing if not a shrewd operator. His strategy to leverage soft power, combined with a knack for facing unpleasant facts, helps quite a bit in an environment where the goalposts keeping moving. He\u2019s raised Canada\u2019s profile by securing trade and defense deals, earning more respect from the globe\u2019s major power players. For the moment, the prime minister has strong domestic support: Approval rankings for the Canadian federal government, his Liberal Party, and his personal leadership are high\u2014heights that an American president mired in an unpopular war of choice can\u2019t possibly match.<\/p>\n

What Trump has done is transform one of the world\u2019s most fruitful alliances into a toxic international reality show. Once a global leader in infrastructure innovation and investment, the U.S. has not only fallen way behind on that , but it appears ready to stiff the once steadfast ally that footed the entire bill for the project.<\/p>\n

Could the Gordie Howe Bridge just sit there? \u201cI wouldn\u2019t rule anything out,\u201d says Manek. \u201cHonestly, it\u2019s really hard to see this administration approaching this with any form of logic at this point. Everything is a point of leverage in the Trump worldview\u2014and so I do think he\u2019d be willing to risk it to get something from Canada.\u201d Untethering a bridge from a trade treaty will be the next test of Mark Carney\u2019s political acumen.<\/p>\n

Read more Indiana\u2019s Private Equity Power Play<\/a><\/p>\n<\/div>\n


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