[Federal Register Volume 91, Number 20 (Friday, January 30, 2026)]
[Rules and Regulations]
[Pages 3995-4006]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2026-01868]
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Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
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Federal Register / Vol. 91, No. 20 / Friday, January 30, 2026 / Rules
and Regulations
[[Page 3995]]
DEPARTMENT OF HOMELAND SECURITY
8 CFR Part 100
[CBP Dec. 25-17; Docket No. USCBP-2026-0133]
RIN 1651-AB64
Establishing the Gordie Howe International Bridge as a Port of
Entry in Detroit, MI
AGENCY: U.S. Customs and Border Protection, Department of Homeland
Security.
ACTION: Final rule.
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SUMMARY: This rule establishes the Gordie Howe International Bridge
border crossing as a Class A port of entry for immigration purposes and
as part of the port of Detroit for customs purposes. Establishing the
Gordie Howe International Bridge border crossing is part of U.S.
Customs and Border Protection's (CBP) continuing program to use its
personnel, facilities, and resources more efficiently and to provide
better service to carriers, importers, and the general public.
DATES: This final rule is effective March 2, 2026. CBP will notify the
public when the Gordie Howe International Bridge border crossing is
fully operational and open to the public for use through a notice
published on the CBP website.
FOR FURTHER INFORMATION CONTACT: Joshua Serian, Office of Field
Operations, U.S. Customs and Border Protection, (202) 713-8649, or by
email at [email protected].
SUPPLEMENTARY INFORMATION:
I. Background
As part of its continuing efforts to use personnel, facilities, and
resources more efficiently, and to provide better service to carriers,
importers, and the general public, U.S. Customs and Border Protection
(CBP) is establishing the Gordie Howe International Bridge border
crossing as a Class A port of entry for immigration purposes and as
part of the port of entry of Detroit for customs purposes. CBP ports of
entry are locations where CBP officers and employees are assigned to
accept entries of merchandise, clear passengers, collect duties, and
enforce the various provisions of customs, immigration, agriculture,
and related U.S. laws at the border. The term ``port of entry'' is used
in the Code of Federal Regulations (CFR) in title 8 for immigration
purposes and in title 19 for customs purposes.
For immigration purposes, 8 CFR 100.4(a) lists ports of entry for
aliens arriving by vessel or by land transportation. These ports are
listed according to location by district and are designated as Class A,
B, or C, which designates which aliens may use the port. This rule
establishes the Gordie Howe International Bridge border crossing as a
Class A port of entry for immigration purposes in title 8 and makes
that change at 8 CFR 100.4(a). Class A means the port is a designated
port of entry for all aliens.
For customs purposes, CBP operates Customs ports of entry,\1\
Customs service ports,\2\ and Customs stations \3\ listed and described
in part 101 of the CBP regulations (19 CFR part 101). See 19 CFR
101.3(b)(1), 101.3(b)(2), and 101.4(c). The Gordie Howe International
Bridge border crossing is situated entirely within the corporate limits
of the city of Detroit, Michigan, which is included in the port limits
of Detroit. See 19 CFR 101.3(b)(1). Therefore, the Gordie Howe
International Bridge border crossing will operate as a part of the port
of entry of Detroit and will not be specifically listed in 19 CFR part
101.
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\1\ A port of entry is defined in 19 CFR 101.1 as ``any place
designated by Executive Order of the President, by order of the
Secretary of the Treasury, or by Act of Congress, at which a U.S.
Customs and Border Protection (``CBP'') officer is authorized to
accept entries of merchandise to collect duties, and to enforce the
various provisions of the customs and navigation laws.'' The
authority of the Secretary of the Treasury referred to in this
definition has been transferred to the Secretary of Homeland
Security. Sections 403(l) and 411 of the Homeland Security Act of
2002 (``the Act,'' Pub. L. 107-296, 6 U.S.C. 203(l), 211)
transferred the United States Customs Service and its functions from
the Department of the Treasury to the Department of Homeland
Security.
\2\ A service port is defined in 19 CFR 101.1 as ``a Customs
location having a full range of cargo processing functions,
including inspections, entry, collections, and verification.''
\3\ A Customs station is defined in 19 CFR 101.1 as ``any place,
other than a port of entry, at which Customs officers or employees
are stationed, under the authority contained in article IX of the
President's Message of March 3, 1913 (T.D. 33249), to enter and
clear vessels, accept entries of merchandise, collect duties, and
enforce the various provisions of the Customs and navigation laws of
the United States.''
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II. The Gordie Howe International Bridge Project
In 2001, Transport Canada, the United States Federal Highway
Administration, the Ontario Ministry of Transportation, and the
Michigan Department of Transportation formed the Canada-United States-
Ontario-Michigan Border Transportation Partnership (the Partnership) to
identify and evaluate border infrastructure improvements in the
Detroit, Michigan--Windsor, Ontario trade corridor, with a focus on the
long-term studies needed to support this work. The study was completed
in 2004 and included a broad range of recommendations, including the
recommendation that a new or expanded international crossing be
constructed and connected to highway networks on both sides of the
border.
Following the completion of the study, the formal environmental
assessment process was launched to develop a new or expanded Detroit-
Windsor crossing. A coordinated environmental study process was
developed to meet the legislative requirements of each jurisdiction.
Through the environmental assessment process, the location for a new
Detroit-Windsor crossing, associated border inspection facilities, and
freeway connections were selected in both Canada and the United States.
In February 2015, Transport Canada, the Windsor-Detroit Bridge
Authority, the General Services Administration, CBP, and the State of
Michigan signed a non-binding arrangement which identified the roles
and responsibilities of the Federal Government in areas of project
requirements delivery, project funding and project management, and
leasing. Infrastructure Canada replaced Transport Canada as the lead
Canadian agency. In alignment with the arrangement detailed within the
agreement, the Windsor-Detroit Bridge Authority provided funding for
the design and construction of the Gordie Howe International Bridge and
the U.S. Plaza.
Construction began in October of 2018. The final steps necessary
prior to
[[Page 3996]]
opening the Gordie Howe International Bridge border crossing, including
the assignment of CBP officers, have subsequently been completed.
III. Statutory and Regulatory Reviews
A. Inapplicability of Notice and Public Procedure Requirements
Under section 553 of the Administrative Procedure Act (APA) (5
U.S.C. 553), rulemaking generally requires prior notice and comment,
subject to specified exceptions. Pursuant to 5 U.S.C. 553(b)(A), rules
of agency organization, procedure, and practice are exempted from the
notice and comment requirements of the APA. The ``procedural
exception'' applies where a rule is ``primarily directed towards
improving the efficient and effective operations of an agency.'' \4\
The purpose of the exception is to ``ensure that agencies retain
latitude in organizing their internal operations.\5\ A critical feature
of a rule that satisfies the procedural exception is that it does not
alter the substantive rights or impose substantive burdens to parties
subject to the rule.\6\
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\4\ Mendoza v. Perez, 754 F.3d 1002, 1023 (D.C. Cir. 2014);
Batterton v. Marshall, 648 F.2d 694, 702 n.34 (D.D.C. 1980) (``An
internal agency `practice or procedure' is primarily directed
towards improving the efficient and effective operations of an
agency, not toward a determination of the rights or interests of
affected parties.'').
\5\ Mendoza, 754 F.3d at 1023 (quoting Batterton, 648 F.2d at
707).
\6\ James V. Hurson Assocs., Inc. v. Glickman, 229 F.3d 277, 280
(D.C. Cir. 2000) (internal quotation marks omitted).
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This rule is about the efficient allocation of CBP personnel to
address the opening of a new entry into the United States.\7\ As
needed, CBP establishes, expands, and consolidates ports of entry
throughout the United States and assigns CBP officers and other
personnel to accommodate the volume of CBP-related activity to
effectively manage CBP's mission of protecting the American people,
safeguarding our borders, and enhancing the nation's economic
prosperity. This final rule relates to agency organization (5 U.S.C.
553(b)(A)) because it pertains to CBP's organization of ports of entry
to accommodate the opening of the Gordie Howe International Bridge,
which provides an additional pathway for border crossings relating to
international trade and immigration-related functions. The rule also
implicates CBP's organization, as it merely involves the distribution
of CBP personnel and resources to the new crossing within the existing
port limits of Detroit.
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\7\ Mendoza v. Perez, 754 F.3d at 1023.
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Further, this rule does not alter the substantive rights or
interests of parties, including commercial and private vehicles seeking
to enter the United States, as it has no impact on the determinations
CBP personnel will be making regarding immigration or customs related
matters at the crossing.\8\ Rather, as explained above, this rule
merely modifies the organization of CBP's personnel and resources at
the newly opened crossing to more effectively address the activities
that are already occurring along the border with Canada. Therefore,
advance notice and comment are unnecessary because this rule satisfies
the procedural exception. 5 U.S.C. 553(b)(A).
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\8\ James V. Hurson Assocs., Inc. v. Glickman, 229 F.3d 277, 280
(D.C. Cir. 2000) (``The critical feature of a rule that satisfies
the so-called procedural exception is that it covers agency actions
that do not themselves alter the rights or interests of parties,
although it may alter the manner in which the parties present
themselves or their viewpoints to the agency.'')
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B. Executive Orders 12866, 13563, and 14192
Executive Orders 12866 (Regulatory Planning and Review) and 13563
(Improving Regulation and Regulatory Review) direct agencies to assess
the costs and benefits of available regulatory alternatives and, if
regulation is necessary, to select regulatory approaches that maximize
net benefits. Executive Order 13563 emphasizes the importance of
quantifying both costs and benefits, of reducing costs, of harmonizing
rules, and of promoting flexibility. Executive Order 14192 (Unleashing
Prosperity Through Deregulation) directs agencies to significantly
reduce the private expenditures required to comply with Federal
regulations and provides that ``any new incremental costs associated
with new regulations shall, to the extent permitted by law, be offset
by the elimination of existing costs associated with at least 10 prior
regulations.''
The Office of Management and Budget (OMB) has not designated this
rulemaking as a significant regulatory action under section 3(f) of
Executive Order 12866. Accordingly, OMB has not reviewed it. Pursuant
to section 5(a) of Executive Order 14192, the requirements of that
Executive Order do not apply to regulations issued with respect to
immigration-related functions of the United States. As discussed above,
this rule is issued with respect to an immigration-related function of
the United States Government (such as those functions to be performed
at the Gordie Howe International Bridge border crossing with respect to
aliens). Additionally, pursuant to section 5(b) of Executive Order
14192, the requirements of that Executive Order do not apply to
regulations related to agency organization. As discussed above, this
rule is related to agency organization because the Gordie Howe
International Bridge provides an additional pathway for border
crossings relating to international trade and it involves the
distribution of CBP personnel and resources to the new crossing within
the existing port limits of Detroit. Accordingly, this rule is exempt
from the requirements of Executive Order 14192.
However, this final rule is considered an Executive Order 14192
deregulatory action because it expands consumption and production
options and is therefore an enabling regulatory action. See OMB's
Memorandum ``Guidance Implementing Section 3 of Executive Order 14192,
titled `Unleashing Prosperity Through Deregulation' '' (March 26,
2025). Opening the Gordie Howe International Bridge border crossing
increases production and consumption by easing the flow of traffic
across the international border and increasing international trade.
Additionally, the opening will create an average annual cost savings of
$5.1 million for personal vehicles and an average annual cost savings
of $7.6 million for commercial vehicles.
Purpose of the Rule
This rule will designate Gordie Howe International Bridge (GHIB)
port of entry (POE) status as a Class A Port and as an immigration and
customs port of entry. GHIB will be an international bridge connecting
Detroit, Michigan, and Windsor, Ontario. The new construction includes
a U.S. and Canadian Customs Plaza with associated roadway development.
The bridge and crossing will be located 2 miles west of Ambassador
Bridge and 4 miles from the Detroit-Windsor Tunnel. GHIB will be an
innovative crossing as it will have a highway-to-highway connection.
This seamless connection benefits the international trade industry and
the public. Additionally, GHIB may bring new traffic into the area. The
crossing is set to open in fiscal year (FY) 2026. The new crossing is
planned to operate under the Windsor-Detroit Bridge Authority.
In the regulatory impact analysis herein, CBP discusses the
existing crossings in the Detroit, Michigan area and how the new bridge
will affect traffic patterns. The GHIB and associated construction are
being built by state authorities and the Windsor-Detroit Bridge
Authority. CBP is not
[[Page 3997]]
responsible for the construction of this facility. However, this rule
will allow CBP to staff and operate the facility as a POE. As CBP
begins to process traffic at GHIB, it will create benefits, cost
savings, and costs for the public and CBP. In this analysis, CBP
discusses relevant background information, costs, benefits, and net
impact of this rule for all parties. Costs and benefits will be
described in qualitative, and when possible, quantitative, and
monetized terms.
Background
In fiscal year 2023, Detroit was the second largest U.S. freight
port by value and was the largest on the U.S.-Canada border. It handled
$126 billion of value traded by commercial trucks.\9\ It also ranked
second in total overall truck volume into the United States and first
on the U.S.-Canada border, with 1,548,406 trucks entering the United
States in FY 2023.\10\ Currently, there are two land crossings that are
operational in Detroit, Michigan--the Ambassador Bridge (AMB) and the
Detroit-Windsor Tunnel (DWT). Additionally, Port Huron's Blue Water
Bridge (BWB) is a viable alternative due to location and highway
placement, so it is included in this analysis to account for traffic
flows. Timely travel between the United States and Canada is imperative
to facilitate international trade. Industries rely on deliveries
between the two countries to maintain production levels. The next
paragraphs will discuss each crossing and their historical traffic
volumes.
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\9\ Data retrieved from the Department of Transportation's
Border Crossing/Entry Data. Available at: https://explore.dot.gov/views/Dashboard_PortbyCommodity/PortsbyCommodities. Last accessed:
June 12th, 2024.
\10\ Data retrieved from the Department of Transportation's
Border Crossing/Entry Data. Available at: https://data.bts.gov/Research-and-Statistics/Border-Crossings-by-Mode-Border-and-State/erjk-mneb. Last accessed: June 13th, 2024.
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Ambassador Bridge is a tolled suspension bridge that connects
Detroit to Windsor. The AMB opened in 1930 with a predicted lifespan of
100 years. The 94-year-old bridge is currently under construction to
extend its lifespan by 75 more years. Currently, the U.S. border
crossing facility has a maximum of 13 lanes to process commercial
vehicles (COVs) and 17 lanes for passenger vehicles (POVs). However,
all these lanes may not be open at the same time. Lanes are open/closed
based on staffing, demand, and other factors.
In addition to AMB, there is the underwater Detroit-Windsor Tunnel
that opened in 1930. It currently has 11 lanes, with 1 devoted to
commercial vehicles with the remaining lanes used for POVs.
Lastly, Blue Water Bridge is an international crossing in Port
Huron that crosses the St. Clair River, approximately 60 miles north of
Detroit. It opened in 1938. At maximum operation, Blue Water Bridge has
9 commercial lanes and 7 passenger lanes.
Table 1 presents data on the levels of crossings by vehicle type
for AMB, DWT, and BWB.\11\
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\11\ Note: CBP does not keep records of traffic exiting the
United States (north bound traffic).
Table 1--Detroit Area & Blue Water Bridge Historical South Bound Crossings
--------------------------------------------------------------------------------------------------------------------------------------------------------
AMB DWT BWB
Fiscal year -------------------------------------------------------------------------------------------------
POV COV POV COV POV COV
--------------------------------------------------------------------------------------------------------------------------------------------------------
2010.................................................. 2,317,955 1,434,904 1,656,471 0 1,603,130 689,502
2011.................................................. 2,291,402 1,418,076 1,774,060 54,947 1,821,179 666,760
2012.................................................. 2,248,255 1,486,471 1,908,647 40,215 1,961,278 685,417
2013.................................................. 2,199,988 1,482,278 1,934,006 43,407 2,009,544 719,686
2014.................................................. 2,097,123 1,502,999 1,954,513 39,217 1,966,384 761,311
2015.................................................. 2,035,978 1,496,240 2,048,521 35,188 1,734,643 798,112
2016.................................................. 1,910,264 1,566,291 2,148,006 34,350 1,572,286 833,810
2017.................................................. 1,839,278 1,555,861 2,210,505 26,367 1,583,801 831,676
2018.................................................. 2,097,747 1,556,653 1,890,476 22,340 1,553,230 819,856
2019.................................................. 2,027,532 1,518,680 2,053,488 19,855 1,475,484 823,255
2020.................................................. 1,095,065 1,352,415 1,124,632 13,400 616,818 723,797
2021.................................................. 588,492 1,384,678 434,789 10,287 121,617 835,303
2022.................................................. 964,229 1,388,712 1,143,098 19,131 578,075 884,593
2023.................................................. 1,528,735 1,528,542 1,755,245 20,051 952,209 796,004
2024.................................................. 1,736,254 1,472,790 1,913,455 18,482 1,028,978 880,887
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Construction Costs
CBP will not be responsible for design, construction, maintenance,
or rent of the new facility.\12\ Additionally, the cost of both the
bridge and Michigan Interchange (connecting ramps from I-75 to the U.S.
POE and associated road improvements) will be covered by a 36-year
design-build-finance-operate-maintain availability payment conception
that will be managed by Windsor-Detroit Bridge Authority, a not-for-
profit owned by the Canadian Government.\13\ The total cost for the
Canadian and U.S. POE, GHIB, the Michigan Interchange, and maintenance
for 30 years is $6.4B Canadian ($4.7B USD) and will be recovered
through toll revenues.\14\ \15\ The annual cost over the lifetime of
the agreement (30 years) is approximately $158,000,000 USD. As this
final rule is not responsible for the cost of building the bridge or
facility, these costs will not be included in the analysis, nor is the
toll that recovers those costs. This final rule will allow CBP to
operate the facility as a POE and all associated costs or cost savings
that stem from port operations will be reported in this analysis,
including reduced travel time for the public, as this rule enables the
public to access a faster travel route.
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\12\ Source for CBP costs: Data provided by CBP, Office of Field
Operations, Fleet & Facilities Division, on March 25th, 2024. Note:
Rent will be covered by tolls for the next 100 years (2025-2125);
after this, CBP may or may not be responsible for rent costs.
\13\ Source for project funding: U.S. Department of
Transportation Federal Highway Administration Project Profile.
Available at: https://www.fhwa.dot.gov/ipd/project_profiles/mi_gordie_howe_int_bridge.aspx. Last accessed June 13th, 2024.
\14\ Source for tolls: Data provided by CBP, Office of Field
Operations, Fleet & Facilities Division, on April 11th, 2024.
\15\ Canadian dollars are converted to U.S. dollars using the
``Yearly Average Exchange Rates for Converting Foreign Currencies
into U.S. Dollars''. The yearly average exchange rate for Canada was
1.350 in 2023. Available at: https://www.irs.gov/individuals/international-taxpayers/yearly-average-currency-exchange-rates. Last
accessed July 3rd, 2024.
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[[Page 3998]]
Future Traffic Patterns--Baseline
In order to forecast future traffic shifts, we must establish a
baseline of traffic over the period of analysis. The forecasted period
will be FY2025 to FY2030, and we use data from FY2016 to FY2024 to
inform our analysis of this period. This baseline will assume that
Gordie Howe International Bridge was not built, and current traffic
patterns remain constant. Additionally, we assume that no major
unpredictable events (natural disaster, pandemic, etc.) occur in the
future. To forecast years 2025-2030, we used growth rates from the
``Supplemental Travel Demand Modeling Technical Report,'' prepared for
the Michigan Department of Transportation in April 2018.\16\ These
growth rates can be found in Table 2. While these growth rates were
developed before the COVID-19 pandemic, CBP operational subject matter
experts believe they are still a reasonable estimate of expected growth
now that traffic has largely rebounded to pre-pandemic levels. The
multiplier was found using the following formula:
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\16\ Mich. Dep't of Transp., Supplemental Travel Demand Modeling
Technical Report: Gordie Howe International Bridge 18 (2018).
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Multiplier = 1 + Growth Rate.
To calculate the number of crossings for our target year, we
multiply the previous year's number of crossings by vehicle type by the
corresponding multiplier. For example, to find the crossings in 2025
for the Ambassador Bridge, we used the following formula:
AMB CrossingsPOV,2025 = AMB CrossingsPOV,2024 *
AMB multiplier.
We repeated this calculation for each year in the scope of the
analysis (2025-2030). In order to account for all traffic (north and
south bound), we assume that all traffic that enters the United States
will also leave. This assumption is necessary as north bound (i.e.,
outbound) traffic will experience benefits from this rule and quality
data on outbound traffic is not available. In order to ensure that
these benefits are recorded, south bound traffic data will be doubled.
The results for each crossing by vehicle type are reported in Table 3.
Table 4 calculates the traffic distributions by vehicle type for each
crossing. This distribution is calculated by taking the number of
crossings of each port and vehicle type then dividing total number of
all crossings by vehicle type.
Table 2--Projected Growth Rates
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Crossing Rate
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AMB..................................................... 0.0071
AMB multiplier.......................................... 1.0071
DWT..................................................... 0.0041
DWT multiplier.......................................... 1.0041
BWB..................................................... 0.0101
BWB multiplier.......................................... 1.0101
GHIB.................................................... 0.0082
GHIB multiplier......................................... 1.0082
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Source: Supplemental Travel Demand Modeling Technical Report.
Table 3--Baseline Forecast in Thousands--No GHIB
[North and south bound traffic]
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AMB DWT BWB Total
Fiscal year ----------------------------------------------------------------------------------------------------------
POV COV POV COV POV COV POV COV
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2025......................................... 3,497 2,966 3,843 37 2,079 1,780 9,419 4,783
2026......................................... 3,522 2,988 3,858 37 2,100 1,798 9,480 4,822
2027......................................... 3,547 3,009 3,874 37 2,121 1,816 9,542 4,862
2028......................................... 3,572 3,030 3,890 38 2,142 1,834 9,605 4,902
2029......................................... 3,598 3,052 3,906 38 2,164 1,853 9,668 4,942
2030......................................... 3,623 3,073 3,922 38 2,186 1,871 9,731 4,982
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Table 4--Traffic Share Distribution 2026--No GHIB
------------------------------------------------------------------------
POE POV (%) COV (%)
------------------------------------------------------------------------
AMB..................................... 36.13 65.07
DWT..................................... 41.23 0.85
BWB..................................... 22.64 34.09
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Future Traffic Patterns--Gordie Howe International Bridge
We next estimate the future traffic patterns taking into account
that Gordie Howe International Bridge will open in FY 2026 and change
traffic patterns as vehicles select to use the new bridge. Again, the
forecast will assume no major unpredictable events (natural disaster,
pandemic, etc.) occur in the future. Traffic forecasts are based on the
most recent years and do not factor in new traffic being brought into
the area by this crossing. If substantial growth occurs, then traffic
may be higher at all crossings. However, there is not sufficient data
to predict how new traffic will react to the GHIB crossing. Our
analysis will assume that recent year trends continue and that growth
[[Page 3999]]
rates from Table 2 are sufficient. The first step is to calculate the
number of crossings by port and vehicle type in FY 2024. To do this,
the number of crossings in 2024 is multiplied by the corresponding
growth rate (see Table 2). When GHIB is complete in FY 2026 and is open
to the public, traffic will disperse between all four potential
crossings. To account for the shifting traffic flows, we use traffic
distributions from the ``Preliminary Results of the Comprehensive
Traffic and Toll Revenue Study for the DRIC Project Forecast Refresh
and Update'' report prepared for the Michigan Department of
Transportation.\17\ The aforementioned study estimates the distribution
of traffic shares using the weekday traffic volumes and vehicle type.
Additionally, the estimates account for any weekend traffic or seasonal
variations. The estimated traffic share distributions are in Table
5.\18\ Next, to determine the number of crossings at each port of entry
in 2026, we multiply the forecasted number of crossings in 2025 for
each vehicle type by their respective distribution and the respective
growth rate in Table 2 (see example below). Total numbers of crossings
are found by summing the number of crossings by port and vehicle type.
To account for all traffic (north and south bound), we assume that all
traffic that enters the United States will also leave. This assumption
is necessary as north bound traffic will experience benefits from this
rule and quality data on outbound traffic is not available. To ensure
that these benefits are recorded, south bound traffic data will be
doubled. See Table 6.
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\17\ Source: Traffic Distributions are pulled from ``Preliminary
Results of the Comprehensive Traffic and Toll Revenue Study for the
DRIC Project Forecast Refresh and Update--Traffic-Only Summary--May
2010'' prepared for the Michigan DOT. Available at: https://www.partnershipborderstudy.com/pdf/2-2010/DRIC%20Comprehensive%20TR%20Study%20Draft%20Final%20Report%20February%202010%20two-sided.pdf. Last accessed: July 3rd, 2024.
\18\ The ``Preliminary Results of the Comprehensive Traffic and
Toll Revenue Study for the DRIC Project Forecast Refresh and
Update'' was completed in May 2010 and assumes the new crossing will
open in 2015. However, due to delays the crossing will be completed
in FY2026. In this economic analysis, the distributions for 2015
will be used. This will match the first year of the original study
to the first year of Gordie Howe International Bridge's operation
and account for the initial ``ramp-up'' period as traffic patterns
shift over time.
AMB CrossingsPOV,2025 = Total CrossingsPOV,2024 *
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AMB POV Distribution * AMB Multiplier
To account for growth in traffic over time, we use the same
methodology from the baseline section to calculate the growth for each
crossing. This is done by multiplying the corresponding multiplier in
Table 2 by the previous year's crossings. This process was repeated for
years 2026-2030 and results for each crossing by vehicle type are
reported in Table 6.
Table 5--Traffic Share Distributions With GHIB
------------------------------------------------------------------------
POE POV (%) COV (%)
------------------------------------------------------------------------
AMB..................................... 23.70 33.10
DWT..................................... 23.20 1.00
BWB..................................... 25.00 21.40
GHIB.................................... 28.10 44.50
------------------------------------------------------------------------
Source: Preliminary Results of the Comprehensive Traffic and Toll
Revenue Study for the DRIC Project Forecast Refresh and Update.
Table 6--Forecasted Traffic Volumes in Thousands--GHIB
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AMB DWT BWB GHIB Total
Fiscal year ---------------------------------------------------------------------------------------------
POV COV POV COV POV COV POV COV POV COV
--------------------------------------------------------------------------------------------------------------------------------------------------------
2025...................................................... 3,497 2,966 3,843 37 2,079 1,780 * * 9,419 4,783
2026...................................................... 2,248 1,594 2,194 48 2,378 1,034 2,668 2,146 9,489 4,822
2027...................................................... 2,264 1,606 2,203 48 2,402 1,044 2,690 2,164 9,560 4,862
2028...................................................... 2,280 1,617 2,212 48 2,427 1,055 2,712 2,181 9,631 4,902
2029...................................................... 2,296 1,629 2,221 49 2,451 1,066 2,734 2,199 9,703 4,942
2030...................................................... 2,313 1,640 2,230 49 2,476 1,076 2,757 2,217 9,776 4,983
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Costs
The construction of the new U.S. border crossing at Gordie Howe
International Bridge will create new costs for CBP. Passenger and
commercial vehicles will not experience new costs as a result of this
regulation. In this section, CBP will discuss costs in qualitative and,
when possible, quantitative and monetized terms.
CBP
CBP will be responsible for the costs of providing government
furnished equipment (GFE) to the new border crossing facility. The cost
of furnishing the facility is estimated at $55 million in FY 2026 and
$7.5 million each additional year. See Table 7 for total annual costs.
Additionally, CBP will be responsible for staffing the POE.
Staffing levels for CBP are determined by Congress with nation-wide
mission requirements and operational tempo driving the placement of
personnel. CBP utilizes a Workload Staffing Model (WSM) to project
frontline CBP officer staffing requirements at each of our POEs. The
WSM is the initial, data-driven, step in the process of quantifying
workload, uses transactional workload performed at all POEs, and
incorporates operational analysis, stakeholder reports, and scenario
planning to ensure coverage of planned operations. As CBP continues to
mitigate attrition and plan for projected increased retirements in FY
2028, CBP has implemented an efficient hiring strategy to ensure that
it meets staffing goals while capitalizing on a healthy pipeline of
dedicated applicants. CBP allocates new personnel to duty stations
based on need, and CBP would hire positions regardless of the GHIB POE
opening. Therefore, these costs will not be included in the analysis.
[[Page 4000]]
Table 7--CBP Annual Costs To Operate GHIB
[In 2024 undiscounted dollars]
------------------------------------------------------------------------
Fiscal year GFE
------------------------------------------------------------------------
2020.................................................... $0
2021.................................................... 0
2022.................................................... 0
2023.................................................... 0
2024.................................................... 0
2025.................................................... 0
2026.................................................... 55,000,000
2027.................................................... 7,500,000
2028.................................................... 7,500,000
2029.................................................... 7,500,000
2030.................................................... 7,500,000
------------------------------------------------------------------------
Public: Passenger Vehicles & Commercial Vehicles
Users will pay a toll to use GHIB, but both passenger and
commercial vehicles already pay a toll to use DWT, AMB, or BWB. The
amount of the toll has not yet been set, but CBP believes that the
tolls charged to use GHIB will be comparable to the alternative routes.
Additionally, the public will choose their best route based on personal
preferences (toll costs, time, and distance), and to remain
competitive, all routes will charge tolls that are close in costs. For
this reason, tolls are not a new cost charged by this rule.
Total Costs
CBP is expected to experience an undiscounted average annual cost
of $17,000,000 as a result of this rule (2026-2030). Private and
commercial vehicles will not experience any costs. See Table 8 for
average annual costs and Table 9 for annual total costs.
Table 8--Average Annual Total Costs
[In undiscounted 2024 dollars]
------------------------------------------------------------------------
Baseline period Regulatory period
(2016-2025) (2026-2030)
------------------------------------------------------------------------
POV......................... $0 $0
COV......................... 0 0
CBP......................... 0 17,000,000
------------------------------------------------------------------------
Table 9--Annual Total Costs
[In undiscounted 2024 dollars]
----------------------------------------------------------------------------------------------------------------
Fiscal year POV COV CBP
----------------------------------------------------------------------------------------------------------------
2026............................................................ $0 $0 $55,000,000
2027............................................................ 0 0 7,500,000
2028............................................................ 0 0 7,500,000
2029............................................................ 0 0 7,500,000
2030............................................................ 0 0 7,500,000
----------------------------------------------------------------------------------------------------------------
Table 10 shows the discounted costs for POV, COV, and CBP as a
result of the rule. CBP is projected to experience a cost of
$85,000,000 and annualized costs between $17,569,750 (3% discount rate)
and $18,326,923 (7% discount rate). Private and commercial vehicles do
not see any costs as a result of this rule.
Table 10--Monetized Present Value and Annualized Costs, FY 2016-2024
[2024 U.S. dollars]
----------------------------------------------------------------------------------------------------------------
Undiscounted costs Net present value Annualized costs
----------------------------------------------------------------------------------------------------------------
3% Discount Rate
----------------------------------------------------------------------------------------------------------------
POV.............................................. $0 $0 $0
COV.............................................. 0 0 0
CBP.............................................. 85,000,000 80,464,309 17,569,750
--------------------------------------------------------------
Total........................................ 85,000,000 80,464,309 17,569,750
----------------------------------------------------------------------------------------------------------------
7% Discount Rate
----------------------------------------------------------------------------------------------------------------
POV.............................................. 0 0 0
COV.............................................. 0 0 0
[[Page 4001]]
CBP.............................................. 85,000,000 75,144,004 18,326,923
--------------------------------------------------------------
Total........................................ 85,000,000 75,144,004 18,326,923
----------------------------------------------------------------------------------------------------------------
Benefits & Cost Savings
Gordie Howe International Bridge will create benefits and cost
savings for the public. In this section, CBP will discuss benefits for
all parties in qualitative and, when possible, quantitative and
monetized terms.
Public: Passenger Vehicles & Commercial Vehicles
The public will benefit greatly from the new crossing facility at
GHIB. First, it provides a highway-to-highway connection that will
reduce total travel time. Additionally, it will afford extra overall
capacity to process vehicles that has the potential to reduce wait
times at all border crossings in the area. The cost savings are
quantifiable and will be described in monetary terms in this section.
However, there are several benefits that cannot be quantified and
must be discussed qualitatively. Consequently, the total benefits may
be larger than what the analysis captures in its quantitative
calculations. Benefits may increase if traffic grows at a faster rate
than forecasted and substantial new traffic is brought into the area as
a result of this new crossing. However, there is not sufficient data to
predict the level of new traffic in the region. Additionally, if total
traffic increases, the new crossing also has the potential to increase
international trade between the United States and Canada. CBP does not
have sufficient data to estimate the effect of GHIB on increasing
international trade. Lastly, the highway-to-highway connection that the
GHIB provides will reduce heavy traffic on small roads and may improve
safety.
The first quantifiable cost savings is that the use of GHIB will
reduce travel time when compared to AMB and DWT. In this analysis, we
will use the two most likely routes as determined in a report for
Michigan DOT.\19\ The first route is U.S. I-75 South to Canadian
Highway 401 (Route 1) and the second is U.S. I-96 North to Canadian
Highway 401 (Route 2). CBP does not have travel data on the usage of
each route. We assume that half of the traffic will use Route 1 and
half will use Route 2. A map of each route is in the supporting
documents titled ``Supplemental Material--Potential Routes in Detroit,
Michigan''. Table 11 reports the total distance and travel time
compared with each crossing option (GHIB, AMB, DWT). Next, to determine
the value of time savings that drivers will receive using GHIB, we must
calculate the number of drivers diverting to GHIB from each existing
crossing. We find this amount by multiplying the yearly traffic at GHIB
by the traffic distributions in Table 2. See Table 12 for a breakdown
by crossing and vehicle type. Annual time savings for POV and COV are
then found by multiplying diverted traffic by the time savings in hours
of the corresponding crossing and route. To monetize time savings, the
hours that will be saved (Table 13) are multiplied by the corresponding
hourly wage rate. For commercial truck drivers, the wage rate is $33.50
and, for all purpose city travelers, it is $26.60.\20\ The values are
reported in Table 14.
---------------------------------------------------------------------------
\19\ Source for time savings, travel routes, and distance:
``Preliminary Results of the Comprehensive Traffic and Toll Revenue
Study for the DRIC Project Forecast Refresh and Update--Traffic-Only
Summary--May 2010'' prepared for the Michigan DOT. Available at:
https://www.partnershipborderstudy.com/pdf/2-2010/DRIC%20Comprehensive%20TR%20Study%20Draft%20Final%20Report%20February%202010%20two-sided.pdf. Last accessed June 13th, 2024.
\20\ Source: U.S. Department of Transportation, Office of
Transportation Policy. The Value of Travel Time Savings:
Departmental Guidance for Conducting Economic Evaluations Revision 2
(2016 Update), ``Table 4 (Revision 2--2016 Update): Recommended
Hourly Values of Travel Time Savings.'' September 27, 2016. The
original hourly value is provided in 2015 U.S. dollars, CBP adjusted
this hourly rate to 2022 values using the methodology provided by
DOT. Original DOT policy is available at https://www.transportation.gov/sites/dot.gov/files/docs/2016%20Revised%20Value%20of%20Travel%20Time%20Guidance.pdf. Last
accessed: July 3rd, 2024.
Table 11--Travel Time Savings
----------------------------------------------------------------------------------------------------------------
Distance Travel time Time saving in Change in
Crossing Direction (mile) (min) hours dist.
----------------------------------------------------------------------------------------------------------------
Time Travel Savings between Highway 401 and I-75 South
----------------------------------------------------------------------------------------------------------------
GHIB.......................... To U.S.......... 23.60 29.80 .............. ..............
AMB........................... To U.S.......... 24.76 33.30 0.06 1.16
DWT........................... To U.S.......... 26.01 37.60 0.13 2.41
GHIB.......................... To Canada....... 23.50 27.00 .............. ..............
AMB........................... To Canada....... 24.60 29.70 0.05 1.10
DWT........................... To Canada....... 26.20 34.00 0.12 2.70
----------------------------------------------------------------------------------------------------------------
Time Travel Savings between Highway 401 and I-96 North
----------------------------------------------------------------------------------------------------------------
GHIB.......................... To U.S.......... 25.60 29.40 .............. ..............
AMB........................... To U.S.......... 24.20 30.10 0.01 -1.40
DWT........................... To U.S.......... 23.80 31.80 0.04 -1.80
GHIB.......................... To Canada....... 25.80 29.00 .............. ..............
AMB........................... To Canada....... 23.70 28.60 -0.01 -2.10
DWT........................... To Canada....... 24.10 31.60 0.04 -1.70
----------------------------------------------------------------------------------------------------------------
[[Page 4002]]
Table 12--Number of Vehicles Diverting to GHIB Annually
----------------------------------------------------------------------------------------------------------------
AMB DWT
Fiscal year ----------------------------------------------------------------
POV COV POV COV
----------------------------------------------------------------------------------------------------------------
2026........................................... 632,388 710,315 619,046 21,460
2027........................................... 637,573 716,140 624,122 21,636
2028........................................... 642,801 722,012 629,240 21,813
2029........................................... 648,072 727,933 634,400 21,992
2030........................................... 653,386 733,902 639,602 22,172
----------------------------------------------------------------------------------------------------------------
Table 13--Annual Time Savings by Vehicle Type and Crossing
[In hours]
----------------------------------------------------------------------------------------------------------------
AMB DWT
Fiscal year ----------------------------------------------------------------
POV COV POV COV
----------------------------------------------------------------------------------------------------------------
2026........................................... 17,127 19,238 51,071 1,770
2027........................................... 17,268 19,395 51,490 1,785
2028........................................... 17,409 19,554 51,912 1,800
2029........................................... 17,552 19,715 52,338 1,814
2030........................................... 17,696 19,877 52,767 1,829
----------------------------------------------------------------------------------------------------------------
Table 14--Annual Monetized Time Savings for Traffic Diverted to GHIB
[In undiscounted 2024 dollars]
----------------------------------------------------------------------------------------------------------------
AMB DWT
Fiscal year ----------------------------------------------------------------
POV COV POV COV
----------------------------------------------------------------------------------------------------------------
2026........................................... $492,406 $590,598 $1,468,300 $54,352
2027........................................... 496,444 595,440 1,480,340 54,798
2028........................................... 500,514 600,323 1,492,479 55,247
2029........................................... 504,619 605,246 1,504,717 55,700
2030........................................... 508,757 610,209 1,517,056 56,157
----------------------------------------------------------------------------------------------------------------
A new crossing has the potential to reduce wait times at all
crossings (AMB, DWT, BWB) as traffic will disperse among the four
potential routes. For the purpose of this analysis, we assume that wait
times will change based on the percent change in traffic when compared
to the baseline traffic in Table 3 and that Canadian wait times will be
the same as the United States. To calculate the percentage change of
traffic, the new level of traffic (Table 6) is divided by the baseline
forecast (Table 3).\21\ The percentage is multiplied by the average
wait time in FY2023 (Table 15) for each crossing and mode to calculate
the new wait time. For example, in 2026 traffic for POVs at AMB will be
65.6% of the baseline forecast. We find this percentage by taking the
projected POV traffic at AMB with GHIB built reported in Table 6
(2,248,034) and divide it by the baseline projected AMB traffic without
GHIB built in Table 3 (3,521,993). We multiply this percentage by the
historical wait time for POVs at AMB (0.07 hours) to find the new wait
time of 0.04 hours. Projected wait times for all modes and crossings
are reported in Table 15. Next, time saved by crossing and mode of
travel is found by subtracting the historical wait time from the
projected wait time (Table 16). To calculate the total time saved per
crossing, we multiply the corresponding time savings by the total
traffic volumes, see Table 17. To monetize time savings, the hours that
will be saved are multiplied by the corresponding hourly wage rate used
above. See Table 18 for the value of time saved by reducing wait times.
---------------------------------------------------------------------------
\21\ We find a slight increase in traffic for COVs at DWT and
POVs at BWB under our model; this is likely due to using older
studies to form our estimates. However, no recent study exists and
CBP does not have traffic data available to recalculate the traffic
distribution estimates or traffic growth rates. CBP will assume that
the wait times in these categories will remain the same (time saving
is equal to 0.00).
Table 15--Projected and Actual Wait Times per Crossing
[In hours]
--------------------------------------------------------------------------------------------------------------------------------------------------------
AMB DWT BWB
Fiscal year -------------------------------------------------------------------------------------------------
POV COV POV COV POV COV
--------------------------------------------------------------------------------------------------------------------------------------------------------
2023 *................................................ 0.067 0.138 0.055 0.048 0.153 0.274
2024 **............................................... 0.067 0.138 0.055 0.048 0.153 0.274
2025 **............................................... 0.067 0.138 0.055 0.048 0.153 0.274
2026.................................................. 0.043 0.074 0.031 0.000 0.000 0.158
2027.................................................. 0.043 0.074 0.031 0.000 0.000 0.158
[[Page 4003]]
2028.................................................. 0.043 0.074 0.031 0.000 0.000 0.158
2029.................................................. 0.043 0.074 0.031 0.000 0.000 0.158
2030.................................................. 0.043 0.074 0.031 0.000 0.000 0.158
--------------------------------------------------------------------------------------------------------------------------------------------------------
* Denotes actual wait times.
** FY 2024 and FY 2025 wait times are assumed to stay the same as FY 2023.
Table 16--Time Saved by Reducing Wait Times for Individual Trip
[In hours]
--------------------------------------------------------------------------------------------------------------------------------------------------------
AMB DWT BWB
Fiscal year -------------------------------------------------------------------------------------------------
POV COV POV COV POV COV
--------------------------------------------------------------------------------------------------------------------------------------------------------
2026.................................................. 0.02 0.07 0.02 0.00 0.00 0.10
2027.................................................. 0.02 0.07 0.02 0.00 0.00 0.10
2028.................................................. 0.02 0.07 0.02 0.00 0.00 0.10
2029.................................................. 0.02 0.07 0.02 0.00 0.00 0.10
2030.................................................. 0.02 0.07 0.02 0.00 0.00 0.10
--------------------------------------------------------------------------------------------------------------------------------------------------------
Table 17--Total Time Saved by Reducing Wait Times
[In hours]
--------------------------------------------------------------------------------------------------------------------------------------------------------
AMB DWT BWB
Fiscal year -------------------------------------------------------------------------------------------------
POV COV POV COV POV COV
--------------------------------------------------------------------------------------------------------------------------------------------------------
2026.................................................. 54,688 102,791 52,394 0 0 120,469
2027.................................................. 55,076 103,521 52,608 0 0 121,686
2028.................................................. 55,467 104,256 52,824 0 0 122,915
2029.................................................. 55,861 104,996 53,041 0 0 124,156
2030.................................................. 56,257 105,741 53,258 0 0 125,410
--------------------------------------------------------------------------------------------------------------------------------------------------------
Table 18--Annual Monetized Time Savings for Reduced Wait Times
[In undiscounted 2024 dollars]
--------------------------------------------------------------------------------------------------------------------------------------------------------
AMB DWT BWB
Fiscal year -------------------------------------------------------------------------------------------------
POV COV POV COV POV COV
--------------------------------------------------------------------------------------------------------------------------------------------------------
2026.................................................. $1,572,267 $3,155,678 $1,506,317 $0 $0 $3,698,404
2027.................................................. 1,583,430 3,178,084 1,512,493 0 0 3,735,758
2028.................................................. 1,594,672 3,200,648 1,518,694 0 0 3,773,489
2029.................................................. 1,605,994 3,223,373 1,524,921 0 0 3,811,601
2030.................................................. 1,617,397 3,246,259 1,531,173 0 0 3,850,098
--------------------------------------------------------------------------------------------------------------------------------------------------------
Total Cost Savings
POVs are expected to experience an undiscounted average annual cost
savings of $5,106,598 as a result of this rule (2026-2030).
Additionally, COVs are expected to experience an undiscounted average
annual cost savings of $7,630,292 as a result of this rule. CBP will
not experience any benefit or cost savings. See Table 19 for average
annual cost savings and Table 20 for annual total cost savings.
Table 19--Average Annual Total Cost Savings
[In undiscounted 2024 dollars]
------------------------------------------------------------------------
Baseline period Regulatory period
(2016-2025) (2026-2030)
------------------------------------------------------------------------
POV......................... $0 $5,106,598
COV......................... 0 7,630,292
CBP......................... 0 0
------------------------------------------------------------------------
[[Page 4004]]
Table 20--Annual Total Cost Savings
[In undiscounted 2024 dollars]
----------------------------------------------------------------------------------------------------------------
Fiscal year POV COV CBP Total
----------------------------------------------------------------------------------------------------------------
2016............................................ $0 $0 $0 $0
2017............................................ 0 0 0 0
2018............................................ 0 0 0 0
2019............................................ 0 0 0 0
2020............................................ 0 0 0 0
2021............................................ 0 0 0 0
2022............................................ 0 0 0 0
2023............................................ 0 0 0 0
2024............................................ 0 0 0 0
2025............................................ 0 0 0 0
2026............................................ 5,039,289 7,499,032 0 12,538,321
2027............................................ 5,072,706 7,564,080 0 12,636,786
2028............................................ 5,106,359 7,629,707 0 12,736,067
2029............................................ 5,140,251 7,695,920 0 12,836,170
2030............................................ 5,174,382 7,762,723 0 12,937,105
----------------------------------------------------------------------------------------------------------------
No party will receive a benefit or cost savings before the opening
of GHIB. In Table 21, the discounted cost savings are shown for POV and
COV, as a result of this rule in 2026-2030. CBP will see no benefit or
cost savings. POVs see annualized cost savings between $5,102,037 (7%
discount rate) and $5,104,602 (3% discount rate). COVs will see
annualized cost savings between $7,621,391 (7% discount rate) and
$7,626,397 (3% discount rate).
Table 21--Monetized Present Value and Annualized Cost Savings, FY 2026-2030
[2024 U.S. dollars]
----------------------------------------------------------------------------------------------------------------
Undiscounted Annualized
cost savings Present value cost savings
----------------------------------------------------------------------------------------------------------------
3% Discount Rate
----------------------------------------------------------------------------------------------------------------
POV............................................................. $25,532,988 $23,377,582 $5,104,602
COV............................................................. 38,151,461 34,926,665 7,626,397
CBP............................................................. 0 0 0
-----------------------------------------------
Total....................................................... 63,684,449 58,304,247 12,730,999
----------------------------------------------------------------------------------------------------------------
7% Discount Rate
----------------------------------------------------------------------------------------------------------------
POV............................................................. 25,532,988 20,919,360 5,102,037
COV............................................................. 38,151,461 31,249,209 7,621,391
CBP............................................................. 0 0 0
-----------------------------------------------
Total....................................................... 63,684,449 52,168,569 12,723,429
----------------------------------------------------------------------------------------------------------------
Gordie Howe International Bridge will provide cost savings through
reduced driving time and reduced wait times. In addition to these
savings, there are several benefits that cannot be quantified. The
estimated benefits may increase if traffic grows at a faster rate than
forecasted or if substantial new traffic is brought to the area.
Additionally, there may be increased international trade between the
United States and Canada. Lastly, there may be an increase in public
safety as traffic is diverted from smaller roads to large highways.
Net Impact
The net impact of the rule is calculated by subtracting the
expected costs from the expected benefits. Table 23 provides estimates
of the discounted net benefits of this rule from 2026-2030. POVs and
COVs are expected to experience a total net benefit from 2026 to 2030
as a result of this rule. POVs will experience annualized net benefits
of $5,102,037 (7% discount rate) and $5,104,602 (3% discount rate).
COVs will experience annualized net benefits between $7,621,391 (7%
discount rate) and $7,626,397 (3% discount rate). Lastly, CBP will have
a total net cost as a result of this rule. The annualized net cost for
CBP will be between $17,569,750 (3% discount rate) and $18,326,923 (7%
discount rate). While the net effects of the rule are negative, the
builders of the bridge and the governments of the United States and
Canada believe that the new crossing will increase traffic over time to
become a public benefit. Additionally, they believe that the new
crossing will increase international trade between the two nations.
While we lack the information needed to calculate these benefits, it is
plausible that they would exceed the net costs estimated in this rule.
Lastly, the highway-to-highway connection will reduce heavy traffic on
small roads and may improve safety.
[[Page 4005]]
Table 22--Net Benefit--Regulatory Period
[In undiscounted 2024 dollars]
----------------------------------------------------------------------------------------------------------------
Fiscal year POV COV CBP Total
----------------------------------------------------------------------------------------------------------------
2026............................................ $5,039,289 $7,499,032 -$55,000,000 -$42,461,679
2027............................................ 5,072,706 7,564,080 -7,500,000 5,136,786
2028............................................ 5,106,359 7,629,707 -7,500,000 5,236,067
2029............................................ 5,140,251 7,695,920 -7,500,000 5,336,170
2030............................................ 5,174,382 7,762,723 -7,500,000 5,437,105
---------------------------------------------------------------
Total....................................... 25,532,988 38,151,461 -85,000,000 -21,315,551
Average..................................... 5,106,598 7,630,292 -17,000,000 -4,263,110
----------------------------------------------------------------------------------------------------------------
Table 23--Monetized Net Benefits, FY 2026-2030
[2024 U.S. dollars]
----------------------------------------------------------------------------------------------------------------
Three percent Seven percent
Undiscounted ----------------------------------------------------------------
benefits Annualized
Present value Annualized cost Present value cost
----------------------------------------------------------------------------------------------------------------
POV............................ $25,532,988 $23,377,582 $5,104,602 $20,919,360 $5,102,037
COV............................ 38,151,461 34,926,665 7,626,397 31,249,209 7,621,391
CBP............................ -85,000,000 -80,464,309 -17,569,750 -75,144,004 -18,326,923
--------------------------------------------------------------------------------
Total...................... -21,315,551 -22,160,062 -4,838,751 -22,975,435 -5,603,495
----------------------------------------------------------------------------------------------------------------
C. Regulatory Flexibility Act
The Regulatory Flexibility Act (5 U.S.C. 601 et. seq.) (RFA), as
amended by the Small Business Regulatory Enforcement Fairness Act of
1996 (SBREFA), requires agencies to assess the impact of regulations on
small entities. A small entity may be a small business (defined as any
independently owned and operated business not dominant in its field
that qualifies as a small business per the Small Business Act); a small
not-for-profit organization; or a small governmental jurisdiction
(locality with fewer than 50,000 people). This analysis is not mandated
when an agency is exempted from notice and comment requirements. Since
this document is not subject to the notice and comment requirements of
5 U.S.C. 553, it is not subject to the provisions of the Regulatory
Flexibility Act. 5 U.S.C. 601 et seq.
D. Paperwork Reduction Act
In accordance with the Paperwork Reduction Act of 1995 (44 U.S.C.
3507), an agency may not conduct, and a person is not required to
respond to, a collection of information unless the collection of
information displays a valid control number assigned by OMB. This
regulatory action does not require additional information from the
public and is not subject to the Paperwork Reduction Act of 1995.
E. Unfunded Mandates Reform Act of 1995
This rule will not result in new expenditures by State, local, and
tribal governments, in the aggregate, or by the private sector, of $100
million or more in any one year, and it will not significantly or
uniquely affect small governments. Therefore, no actions are necessary
under the provisions of the Unfunded Mandates Reform Act of 1995.
F. Executive Order 13132
This rule will not have substantial direct effects on the States,
on the relationship between the National Government and the States, or
on the distribution of power and responsibilities among the various
levels of government. Therefore, in accordance with section 6 of
Executive Order 13132, this rule does not have sufficient federalism
implications to warrant the preparation of a federalism summary impact
statement.
Signing Authority
The signing authority for this document falls under 19 CFR 0.2(a),
which provides that the authority of the Secretary of the Treasury with
respect to CBP regulations that are not related to customs revenue
functions was transferred to the Secretary of DHS pursuant to section
403(1) of the Homeland Security Act of 2002 (Pub. L. 107-296, 116 Stat.
2178, 6 U.S.C. 203(1)). Accordingly, this final rule may be signed by
the Secretary of Homeland Security (or her delegate).
List of Subjects in 8 CFR Part 100
Organization and functions (Government agencies).
Amendments to the Regulations
For the reasons set forth above, DHS amends 8 CFR part 100 as
follows:
PART 100--STATEMENT OF ORGANIZATION
0
1. The authority citation for part 100 continues to read as follows:
Authority: 8 U.S.C. 1103; 8 U.S.C. 1185 note (section 7209 of
Pub. L. 108-458); 8 CFR part 2.
0
2. In Sec. 100.4(a), in the table under the headings ``District No.
8--Detroit, Michigan'' and ``Class A'' add, in alphabetical order, the
entry for ``Detroit, MI, Gordie Howe International Bridge'' to read as
follows:
Sec. 100.4 Field offices.
(a) * * *
* * * * *
District No. 8--Detroit, Michigan
Class A
* * * * *
[[Page 4006]]
Detroit, MI, Gordie Howe International Bridge
* * * * *
* * * * *
Kristi Noem,
Secretary of Homeland Security.
[FR Doc. 2026-01868 Filed 1-29-26; 8:45 am]
BILLING CODE 9111-14-P