Union groups showed they were all aboard a $400 million plan to convert an existing pair of railway tunnels under the Detroit River to hold truck traffic, while building a new tunnel to carry rail traffic.

An agreement was signed Aug. 8 at the Detroit entrance of the tunnel in Southwest Detroit to use union labor on the project, which is expected to alleviate congestion at the Ambassador Bridge and the existing vehicular tunnel under the Detroit River.

Dubbed the "Jobs Tunnel," the new single-rail portal would be 9,000 feet long and 27.5 feet in diameter. Plans call for the new tunnel to be constructed next to the existing two-tube rail tunnel, which was constructed in 1909 and would be converted to hold a lane of truck-only traffic in each direction that would connect to I-75 in Detroit and Highway 401 in Windsor.

"This is a great day for organized labor on both sides of the river," said Teamsters International Union President James Hoffa. "We are all delighted that the Jobs Tunnel will use union labor in its construction. That in and of itself will add significant jobs in Detroit and Windsor."

There is no shortage of opposition to the plan, especially in Windsor, where many residents object to the fumes and noise associated with the anticipated increased truck traffic. Still, the Detroit River Tunnel Partnership is moving ahead with the plan. Partnership CEO Michael Sheahan said "most of the financing is in place," and now the focus is "on getting permits from environmental and government agencies."

Sheahan said he anticipated a three-year construction process. Unlike the first rail tubes, which were floated over the river in 12 sections, sunk into place atop a trench in the riverbed and enclosed in concrete, plans call for the new tunnel to be bored under the river. The tunnel would contain only a single track, but it would be tall enough to hold rail cars that carry the tallest containers.

The existing concrete rail tunnel contains two separate tubes. Today, one is used for train traffic, the other is used for maintenance. In 1995, about 18 inches of concrete was shaved from the top of one of the 18-foot-tall rail tunnels to provide extra space so the tube could carry double-deck container cars. Since the, some of those containers have gotten even taller, and can't fit.

The Detroit-Windsor border is the busiest in the nation, with $92 billion in trade crossing every year. A large portion of that is done by the 3.5 million trucks that make the border crossing annually. Increased traffic and Homeland Security efforts often create hours-long waits to make the border crossing. Union leaders stressed that their support of this project doesn't mean they don't support the construction of other proposed crossings, like a second bridge.

"You have our wholehearted endorsement of this project," said Patrick Devlin, secretary-treasurer of The Greater Detroit Building and Construction Trades Council. "The Jobs Tunnel partnership obviously understands the skill and dedication of union construction workers. And like the existing tunnel, I expect that the new tunnel will also be providing good service 100 years from now."

COMPLETED IN 1909, the Detroit-Windsor rail tunnel would be converted into one-way truck lanes under the Jobs Tunnel plan. A new tunnel with a single track would be built immediately adjacent to these. Eighteen inches of concrete was shaved from the top of the eastern tunnel to allow for passage of taller cars.

ON TRACK with the plan to create a new Detroit-Windsor rail tunnel are (l-r) Bill Black of Teamsters Joint Council 22, Teamsters International General President James Hoffa, Greater Detroit Building Trades Council Secretary-Treasurer Patrick Devlin and Jobs Tunnel CEO Michael Sheahan.