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Requirements for Commercial Clients

When final, requirements for commercial clients will be made available through documents including:

Current information is provided by client type. It is important to note that information may be added or changed as eManifest is implemented.

Information by Client Type

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All Client Types

Carrier Codes

Effective April 1, 2011, the CBSA no longer accepts generic itinerant carrier codes for any mode of transportation. For information on obtaining a CBSA-issued carrier code, visit the Commercial Carriers section of the CBSA Web site. For information on how this may affect the release of goods in all modes, e-mail the Import Program Unit at release-mainlevee@cbsa-asfc.gc.ca.

Exemptions  and Exceptions

eManifest will not apply to all shipments, e.g. postal shipments (full loads only), shipments cleared under the Courier Low Value Shipment (LVS) Program and shipments exported from Canada.

Exemptions and exceptions to eManifest requirements for highway carriers and rail carriers are listed in the respective ACI/eManifest Electronic Commerce Client Requirements Document (ECCRD). The CBSA is currently reviewing potential exemptions and exceptions to eManifest requirements for other client types and will publish this information in future ECCRDs.

Non-Compliance with eManifest Requirements

In accordance with implementation timelines, clients deemed to be non-compliant will be denied entry to Canada and issued monetary penalties under the Administrative Monetary Penalty System (AMPS).

When applicable, the CBSA may issue penalties for:

  • providing information that is incomplete, inaccurate or untrue;
  • failing to send the prescribed information within the prescribed time or in the prescribed manner; and/or
  • failing to notify the CBSA that the data has changed.

Use and Protection of Pre-Arrival Information

The CBSA is leveraging sophisticated technology and analysis of information to automatically and rigorously risk assess commercial goods prior to their arrival in Canada, using the pre-arrival electronic information.

The CBSA works in cooperation with the Office of the Privacy Commissioner to ensure that all privacy issues have been identified and resolved, or mitigated in accordance with Government of Canada privacy legislation and policies. Visit the CBSA Privacy Impact Assessment section for more information.

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Highway Carriers

General Requirements

With the implementation of eManifest, highway carriers transporting goods into Canada will be required to transmit cargo and conveyance data electronically to the CBSA prior to arrival. The cargo and conveyance data must be received and validated by the CBSA a minimum of one hour before the shipment arrives at the border.

An eManifest Highway Carrier Presentation is available to help highway clients prepare for eManifest requirements.

Implementation Timeline

The 18-month implementation timeline for highway carriers begins November 1, 2011.

Transmission Options

To transmit cargo and conveyance data to the CBSA, highway carriers have five options to choose from. They can either transmit data using the existing Electronic Data Interchange (EDI) methods:

  • Direct Connect to the CBSA;
  • Customs Internet Gateway;
  • Value Added Network;
  • Service Provider;

Or

Requirements for electronic data transmission are addressed in the ACI/eManifest Highway Electronic Commerce Client Requirements Document (ECCRD).

ACI/eManifest Highway Electronic Commerce Client Requirements Document (ECCRD)

The ACI/eManifest Highway ECCRDs provide clients with eManifest data requirements, business rules and technical user information for submitting, changing, deleting and amending advance highway cargo and conveyance information for imported commercial goods (including in-bond shipments) using either EDI transmission options or the eManifest Portal.

Clients using EDI:

Clients or their service providers involved in the EDI process must undergo acceptance testing. For more information, refer to the notice “Become an eManifest early adopter: Electronic Data Interchange (EDI) applications are now being accepted for transmission of highway carrier data”.

Note: Although the Canada Border Services Agency (CBSA) is committed to both the ANSI X12 and UN/EDIFACT Electronic Data Interchange standards, please be advised that the current message implementation guides published by the CBSA contain some proprietary aspects.

The CBSA is working towards ensuring that future versions of these documents will more closely conform to these standards. Should you require any further details on this matter, please contact the eManifest Technical Support Unit.

Clients using the eManifest Portal:

Clients using the eManifest Portal must apply for a Shared Secret to register for the eManifest Portal for the first time. For more information, refer to "How to Apply for a Shared Secret".

Please note the ECCRD documents are in PDF format. If you are having problems accessing the ECCRD documents, please contact the eManifest Technical Support Unit.

Carrier Codes

Highway carriers, regardless of how often they cross the Canadian border with commercial goods, are required to use a valid, CBSA-issued carrier code. Use of the generic itinerant highway carrier code “77YY” was eliminated on March 31, 2011.

Additional Information

The following information is relevant to highway carriers. It is important to note that this is not an exhaustive list and information may be added or changed as eManifest is implemented.

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Rail Carriers

General Requirements

With the implementation of eManifest, rail carriers transporting goods into Canada will be required to transmit cargo and conveyance data electronically to the CBSA prior to arrival. The cargo and conveyance data must be received and validated by the CBSA a minimum of two hours before the shipment arrives at the border.

Implementation Timeline

The 18-month implementation timeline for rail carriers will begin in late spring 2012.

ACI/eManifest Rail Electronic Commerce Client Requirements Document (ECCRD)

The data transmission requirements for rail carriers to transmit cargo and conveyance data are provided in the ACI/eManifest Rail ECCRD. To request a copy, contact the Electronic Commerce Unit. Note: The Electronic Commerce Unit will respond to ECCRD-related enquiries. For all other eManifest-related enquiries, refer to eManifest client support and contact information. 

Additional Information

The following information is relevant to rail carriers. It is important to note that this is not an exhaustive list and information may be added or changed as eManifest is implemented.

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Air Carriers

General Requirements

With the implementation of Phase 2 of the Advance Commercial Information (ACI) program, completed in 2006, all air carriers are required to electronically transmit air cargo and conveyance data to the CBSA four hours prior to arrival in Canada or at time of departure if the flight is less than four hours in duration. Air carriers should refer to the Advance Commercial Information (ACI) – Air mode section of the CBSA Web site for more information.

Additional Information

The following information is relevant to air carriers. It is important to note that this is not an exhaustive list and information may be added or changed as eManifest is implemented.

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Marine Carriers

General Requirements

With the implementation of Phases 1 and 2 of the Advance Commercial Information (ACI) program, completed in 2004 and 2006, respectively, all marine carriers are required to electronically transmit marine cargo and conveyance data to the CBSA prior to arrival. Marine carriers should refer to the Advance Commercial Information (ACI) – Marine mode section of the CBSA Web site for more information.

Additional Information

The following information is relevant to marine carriers. It is important to note that this is not an exhaustive list and information may be added or changed as eManifest is implemented.

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Freight Forwarders

General Requirements

With the implementation of eManifest, freight forwarders will be required to transmit house bill / supplementary cargo data electronically to the CBSA within mode-specific time frames. The data must be received and validated by the CBSA within the prescribed time frames as shown in the chart below:

  Marine Air Rail Highway
Time frames for providing electronic house bill / supplementary cargo data 24 hours prior to loading or arrival depending on type and origin of goods 4 hours prior to arrival or at time of departure 2 hours prior to arrival 1 hour prior to arrival

Implementation Timeline

The 18-month implementation timeline for freight forwarders in all modes will begin in 2012.

Transmission Options

The data transmission requirements for providing house bill / supplementary cargo data will be provided in an Electronic Commerce Client Requirements Document (ECCRD).

Additional Information

The following information is relevant to freight forwarders. It is important to note that this is not an exhaustive list and information may be added or changed as eManifest is implemented.

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Importers

General Requirements

With the implementation of eManifest, importers importing goods into Canada will be required to transmit advance importer trade data electronically to the CBSA prior to arrival. The advance trade data must be received and validated by the CBSA within the prescribed time frames as shown in the chart below:

  Marine Air Rail Highway
Time frames for providing electronic advance trade data 24 hours prior to loading or arrival depending on type and origin of goods 4 hours prior to arrival or at time of departure 2 hours prior to arrival 1 hour prior to arrival

Implementation Timeline

The 18-month implementation timeline for importers in the marine mode will begin in 2012. Implementation dates for importers in other modes will be confirmed at a later date.

Transmission Options

The data transmission requirements for providing advance importer data will be provided in an Electronic Commerce Client Requirements Document (ECCRD).

Additional Information

The following information is relevant to importers. It is important to note that this is not an exhaustive list and information may be added or changed as eManifest is implemented.

 

 

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Additional Information

Additions and Repairs to Commercial Vehicles

With the implementation of eManifest, the current method of reporting emergency repairs for all highway carriers, including Customs Self Assessment (CSA) carriers, will continue. Carriers will still present a repair invoice to the Canada Border Service Agency (CBSA) border services officer on arrival at the border, who will then stamp the invoice and return it to the driver to affirm the reporting of the emergency repair. In other modes, the place of report will be the nearest CBSA office.

The reporting of repairs and additions that do not fall under the description of emergency repairs are considered importations. The carrier, or their authorized service provider, is required to transmit advance cargo and conveyance data for all equipment added, or repairs performed, outside of Canada. In addition, carriers will continue to either pay the duties and taxes on the repairs or additions at the time of arrival, or those carriers enrolled in the Summary Accounting of Repairs Program will submit a monthly report to their local CBSA office.

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers

Administrative Monetary Penalties for Carriers who Voluntarily Report Non-compliance with Pre-Arrival Data Requirements

Under the Advance Commercial Information (ACI) program, the carrier, or their authorized service provider, is required to prepare and transmit to the Canada Border Services Agency (CBSA) the required cargo and conveyance information within mode-specific time frames. This requirement is now mandatory in the air and marine modes, and will become mandatory in the highway and rail modes in accordance with the implementation timeline.

As a general rule, when the CBSA discovers that a client has not complied with their obligations under the law, an Administrative Monetary Penalty System (AMPS) penalty may be applied.

The CBSA's AMPS program was designed to be corrective. As such, the CBSA has decided that in cases when a carrier voluntarily comes forward to correct non-compliance prior to any exam, investigation or audit initiated by the CBSA, an AMPS penalty will not be applied.

However, voluntary disclosure will not apply in cases when a carrier arrives at First Point of Arrival (FPOA) and advises the CBSA that no mandatory data has been transmitted pre-arrival.

It is also important to note that the CBSA is developing a system for eManifest that, when fully implemented, will provide client compliance and program compliance measurement reports. Therefore, carriers who repetitively identify failure to submit all the required pre-arrival information, or have numerous data amendments or deleted transmissions, can have this information form part of their overall risk score.

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers

Auto-cancellation of Unused Cargo Control Numbers

Currently, there are multiple time frames for the storage of non-arrived cargo data (i.e. cargo data that is transmitted but not used to report/arrive goods) in the Canada Border Services Agency’s (CBSA) Accelerated Commercial Release Operations Support System (ACROSS). Depending on the service option used (e.g. eManifest, Pre-arrival Review System (PARS), Customs Self Assessment (CSA), etc.), non-arrived cargo data may be stored in ACROSS between 30 and 120 days before being either purged from the system or transferred into an historical database.

The CBSA intends to unify the storage period of all non-arrived cargo data, in all modes, to a 90-day time frame such that 90 days after the CBSA receives advance cargo data from clients:

  • ACROSS will automatically cancel all non-arrived cargo data, and
  • the CBSA will notify the originator of the data, along with any trade partners nominated as a secondary notify party (SNP), of the auto-cancellation, enabling the cancelled Cargo Control Numbers (CCNs) to be reused.

Until such time as CBSA systems’ upgrades have been scheduled and completed, existing program-specific time frames will apply.

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers, Freight Forwarders, Importers

Conveyance Movement with Disabled Tractor Attached

If a conveyance (bobtail) is towing back to Canada a disabled tractor and no goods are being imported, the conveyance movement does not qualify for the “bobtail” exemption to eManifest requirements. The carrier will be required to transmit empty conveyance data to the Canada Border Services Agency (CBSA) within the prescribed time frame because the conveyance would no longer be considered a bobtail when there is another conveyance attached.

Note:  The CBSA system will accept carriers entering the tractor plate of the working tractor as the “tractor license plate” and the tractor plate of the disabled tractor being towed as the “trailer license plate” for this type of movement. When the conveyance arrives at the Primary Inspection Line (PIL), the border services officer will use discretion and may ask further questions about the disabled tractor if required.

Return to: Highway Carriers

Documenting Proof of Report for Highway Frontier Release(s)

The Canada Border Services Agency (CBSA) will provide highway carriers with proof of report at First Point of Arrival (FPOA) for frontier release(s) and in the event of a system outage when eManifest is implemented.

When the carrier and shipment arrive at the border (FPOA), the following procedures will apply:

  • The driver will present a lead sheet to the CBSA border services officer (BSO) that contains:
    • a bar-coded Conveyance Reference Number (CRN), or
    • a bar-coded Cargo Control Number (CCN) with a handwritten CRN, or
    • handwritten CRN if an alternate bar-coded document is also being presented with the lead sheet (e.g. Pre-Arrival Review System (PARS) document with a bar-coded PARS number).
  • The driver and any passenger(s) will present their personal identification.
  • The BSO will review the pre-arrival recommendation and decide to authorize passage or to refer for primary or secondary processing.
  • The BSO will stamp the lead sheet as proof of report and return it to the driver.
  • System-generated notification messages will be sent to trade chain participants, indicating whether the goods have been released or referred.

It is important to note that:

  • In the event of any unforeseen system outage, the carrier may use the stamped lead sheet as proof of report to the CBSA.
  • It is the carrier's responsibility to keep the stamped lead sheet, as the CBSA will not collect this lead sheet.
  • Normal stamping of PARS / importer entries will continue as they do today.

Return to: Highway Carriers

Dolly Equipment

Dolly equipment (as shown in, or similar to, the picture below) will be exempt from any pre-arrival data requirements under eManifest provided the dolly is being used in the international transportation of goods, i.e. it is not being imported into Canada for the first time.

Note: If the dolly is purchased outside of Canada and is being imported into Canada for the first time, the goods would need to be imported as per eManifest pre-arrival data requirements and applicable duties and taxes should be paid by the importer.

Dolly

The Canada Border Services Agency (CBSA) has taken into account the following bobtail exemption as defined in the ACI/eManifest Highway Electronic Commerce Client Requirements Document:

Bobtails

  • (i) i.e. tractor with no trailer or semi-trailer. Excludes tractor-trailers or any other 'complete' truck, e.g. cube vans. The bobtail highway conveyance must:
    • be without any equipment attached (for example a trailer, chassis, etc.)
    • be without any commercial goods; and
    • not be being imported.

For the purposes of the above bobtail definition, a dolly or device used to link trailers is not considered to be a trailer, chassis or semi-trailer. This would allow for those scenarios where a dolly will be entering or returning to Canada and is attached to a cab with no trailer attached; therefore qualifying for the bobtail exemption.

Return to: Highway Carriers

Electronic Processing at Commercial Non-Terminal Offices

Canada Border Services Agency (CBSA) Commercial Non-Terminal Offices (NTOs) are ports of entry that provide commercial service without electronic commercial processing systems for the transmission and interchange of cargo, release and accounting data. As such, NTOs are not able to directly access advance electronic data and the subsequent risk assessment results and recommendations that are the foundation of the eManifest process. There are 43 highway NTOs located in smaller, more remote communities of the Pacific, Prairie and Atlantic regions of Canada that handle limited commercial volumes.

With the implementation of eManifest, commercial shipments arriving in Canada at CBSA Commercial NTOs will be processed through indirect access to the electronic data. Specifically, the following procedures will apply:

  • The carrier will transmit the advance electronic cargo and conveyance data to the CBSA.
  • On arrival at the Commercial NTO, the driver will present a lead sheet to the CBSA border services officer (BSO) that contains:
    • a bar-coded Conveyance Reference Number (CRN), or
    • a bar-coded Cargo Control Number (CCN) with a handwritten CRN, or
    • a handwritten CRN if an alternate bar-coded document is also being presented with the lead sheet (e.g. a Pre-Arrival Review System (PARS) document with a bar-coded PARS number).
  • The NTO BSO will contact an automated CBSA commercial office and provide the CRN.
  • The automated office will access the recommendation and advise the NTO BSO.
  • The NTO BSO will conduct standard queries and make a decision on whether to authorize the cargo and conveyance to proceed into Canada, or to refer for further processing.
  • If an examination is required, the NTO BSOs will follow the same examination procedures as before the implementation of eManifest.
  • The NTO BSO will inform the automated CBSA office of the status of the shipment, which the automated office will update in the CBSA system so that the CBSA will have the complete electronic trail (100% cargo tracing).

Return to: Highway Carriers

Exceptional Clearances – Interim Highway Process

Once fully implemented, eManifest will provide an electronic transmittal process for most commercial cargo, conveyance and release data to the Canada Border Services Agency (CBSA). As eManifest is being implemented over several years, not all electronic functionalities will be available during the highway carrier implementation timeline.

Until such time as an electronic process for transmitting exceptional clearance data is made available, an interim process for these shipments will apply. Exceptional clearances include form E29B – Temporary Admission Permit, A.T.A. Carnet, Orders in Council, and personal goods arriving by commercial highway carriers (e.g. settlers' effects).

Specifically, the following interim process for exceptional clearances will apply:

  • Carriers will transmit the electronic cargo and conveyance data as outlined in the ACI/eManifest Highway Electronic Commerce Client Requirements Document (ECCRD).
  • At First Point of Arrival (FPOA), the driver and any passenger(s) will provide the required personal identification.
  • At the Primary Inspection Line (PIL), the driver will provide:
    • a lead sheet that contains: a bar-coded Conveyance Reference Number (CRN); or a bar-coded Cargo Control Number (CCN) with a handwritten CRN; or a handwritten CRN if an alternate bar-coded document is also being presented with the lead sheet (e.g. a Pre-Arrival Review System (PARS) document with a bar-coded PARS number), and
    • a paper A8A (also known as a Cargo Control Document) with a bar-coded or hand-written Cargo Control Number (CCN) for all cargo requiring exceptional clearances.
  • The PIL officer will refer the cargo for primary processing.
  • The driver will present the paper A8A and other documentation related to the clearance. (The carrier may need to obtain the paperwork from the broker as the carrier will not always have the documentation on hand.)
  • The clearance will be processed as it is processed today.

It is important to note that once eManifest regulations are in place, the CBSA will only accept shipment information that is submitted electronically unless there is an exception or exemption as defined in the ACI/eManifest Highway ECCRD.

In addition, the existing penalty for not having the CCN in a bar-coded format will not be applied in instances when a carrier must hand-write the electronically transmitted CCN onto the A8A being used to moved any of these exceptional clearances in-bond during the interim period. The splitting of A8A copies will continue as per existing procedure (copies shared by the port of entry, the reporting carrier and the inland warehouse operator).

Return to: Highway Carriers

Examination at First Point of Arrival

The Canada Border Services Agency (CBSA) will not mandate all examinations at the First Point of Arrival (FPOA). This means that shipments deemed to be low risk may be examined at the first point of operational intervention (e.g. at an inland CBSA office or approved inland destination).

While FPOA examination of all shipments is not mandated, the CBSA will not relinquish its legislative authority to examine any goods at the FPOA. As a general policy, shipments identified as being high risk in terms of national security, national public safety and contraband, and shipments of unknown risk will be examined at the FPOA.

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers, Freight Forwarders, Importers

Hand-carried Goods

Hand-carried goods are currently exempt from eManifest advance cargo and conveyance data requirements.

Hand-carried goods are defined as:

  • commercial goods carried by paying passengers on board travelers’ commercial conveyances (bus, taxi, plane, ship, etc.), or
  • commercial goods being imported and accounted for at the port of entry by the owner of a business, or an employee, driving a “not for hire”, non-commercial conveyance.

This exemption will continue when eManifest advance trade data requirements for importers are implemented at a later date.

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers, Importers

In-bond Movement of Goods (end-state electronic process)

Currently, carriers and freight forwarders who have filed security with the Canada Border Services Agency (CBSA) are permitted to transport in-bond goods between points in Canada (e.g. to an inland destination for examination and/or release).

The CBSA recognizes the benefit to the trade community of allowing in-bond movement of goods and the significant challenge it would pose to not allow this. Therefore, with the implementation of eManifest, shipments will continue to be granted in-bond movement as long as all required pre-arrival data is provided within prescribed time frames.

Upon further examination and following feedback from the trade community, the CBSA is developing a revised border process for situations when the submission of advance trade data from importers in the highway mode becomes mandatory.

If the CBSA has received and risk assessed the carrier's pre-arrival cargo and conveyance data but has not received advance trade data from importers prior to arrival, the shipment will be risk assessed at First Point of Arrival (FPOA); and

  • If the carrier and driver are not members of a CBSA trusted trader program, the shipment will not be eligible to move in-bond until the importer data is provided and risk assessed.
  • If the carrier and driver are approved members of CBSA trusted trader programs, the shipment will be allowed to move in-bond to an approved warehouse.

Trusted trader programs include Customs Self-Assessment / Free and Secure Trade (CSA/FAST), bonded Partners in Protection (PIP) and Commercial Driver Registration Program (CDRP).

This process provides tangible benefits to carriers who have invested in these programs. It also recognizes that the majority of highway shipments already provide pre-arrival information and a large number of importers currently use such service options.

Return to: Highway Carriers, Freight Forwarders, Importers

Instruments of International Trade – Highway and Rail Modes

Instruments of International Trade (IIT) are listed as an ‘exception’ to the transmission of advance cargo data in the ACI/eManifest Electronic Commerce Client Requirements Documents (ECCRD) for highway and rail carriers. Advance conveyance data is required, as is cargo data for non-excepted cargo.

IITs are generally shipper- or importer-owned goods. Although carriers are familiar with such equipment, the determination of whether a good qualifies as an IIT and the classification of IITs are the responsibility of the importer/broker, and must be reported and accounted for at the time of arrival in Canada and in accordance with existing requirements.

In addition to including the IIT indicator in the Electronic Data Interchange (EDI) conveyance map or eManifest Portal field, the carrier is required to verbally report the IIT to the Canada Border Services Agency border services officer at the time of arrival.  The carrier may chose to present a paper A8A Cargo Control Document for those goods.

Carriers should use the following general descriptions of qualified IITs entering Canada, empty, on a commercial conveyance, to determine whether an IIT indicator is required when transmitting advance conveyance data:

  • shipping tanks
  • pallets
  • baskets
  • bins
  • boxes
  • cartons
  • crates
  • gaylords (skid boxes)
  • load locks/spacers
  • racks
  • trays
  • totes, or
  • similar goods used to ship goods internationally.

Return to: Highway Carriers, Rail Carriers, Importers

Interim Highway Process for In-bond Shipments

Prior to eManifest regulations coming into force, an interim period will exist when highway carriers will continue to present paper manifests for shipments not reported electronically or for all in-bond movements. It will become mandatory for all highway carriers to transmit pre-arrival cargo and conveyance data in accordance with the implementation timeline. However, the Canada Border Services Agency (CBSA) will offer a six-month period of informed compliance before regulations are enforced.

In the case of shipments moving in-bond to a CBSA-approved warehouse, a paper A8A (also known as a Cargo Control Document/CCD) will be required to control and record the movement of in-bond goods until such time as inland warehouse operators are able to participate in the electronic eManifest system.

During the interim period, and until the eManifest system completely supports electronic processing of in-bond movements, the following requirements will apply to the in-bond movement of goods:

  • Upon arrival at the border, the driver will continue to present a CCD (form A8A) for each in‑bond cargo, even if the carrier has transmitted electronic cargo and conveyance data.
  • A Cargo Control Number (CCN) will be mandatory on each A8A, but will not be required in a bar-coded format.
  • Carriers are strongly encouraged to link the electronically transmitted data to a pre-printed paper A8A using the CCN, if their system allows them to do so.

In addition, the splitting of A8A copies will continue as per existing procedure (copies shared by the port of entry, the reporting carrier and the inland warehouse operator). The existing penalty for not having the CCN in a bar-coded format will not be applied in instances when a carrier must hand-write the electronically transmitted CCN onto the A8A being used to control the in-bond movement during the interim period.

Return to: Highway Carriers

Intermodal (Air to Highway) Movement of Goods

When goods are originally transported by air and controlled by air documentation (i.e. air waybill), then subsequently changed to truck transport to arrive at the border in highway mode, the conveyance is commonly referred to as a "flying truck".

In accordance with Advance Commercial Information (ACI) Program requirements as contained in the ACI Air Client Document, the air carrier electronically submits pre-arrival cargo data to the Canada Border Services Agency (CBSA) for risk assessment purposes. When that same cargo arrives at the border on a flying truck, the highway carrier is not required to electronically re-submit the cargo data to the CBSA, but will be required to electronically submit the pre-arrival highway conveyance data, in accordance with eManifest regulations and as contained in the ACI/eManifest Highway Electronic Commerce Client Requirements Document (ECCRD). Paper documents for the air cargo will be presented at Primary Inspection Line (PIL) when the conveyance arrives at the border.

This process is subject to change in future deployments of the eManifest initiative.

Return to: Highway Carriers, Air Carriers

Licence Plate and Equipment Identification Numbers

Tractor and trailer licence plate numbers are required data elements that highway carriers must transmit electronically to the Canada Border Services Agency (CBSA) prior to arrival at the border.

In cases where trailers are exempt from provincial registration requirements, the CBSA will permit the 17-character Vehicle Identification Number (VIN) to be transmitted in the “Equipment Identification Number” field (EDI transmissions) or the “Trailer Identifier” field (eManifest Portal transmissions) and accept the transmission of “zeroes” in the “Trailer Plate” field.

This requirement harmonizes with existing U.S. Customs and Border Protection (CBP) policies that allow for the trailer licence plate number or the VIN.

Return to: Highway Carriers

Mixed (electronic/paper) shipments in Highway Mode – Interim Process

The transmission of advance electronic highway cargo and conveyance data will become mandatory in accordance with the implementation timeline. However, the Canada Border Services Agency (CBSA) will offer a six-month period of informed compliance before regulations are enforced.

Prior to eManifest regulations coming into force, an interim period will exist that allows highway carriers to choose whether they electronically transmit advance data or continue to present paper manifests.

During this interim period, when mixed shipments arrive at FPOA on the same conveyance, the CBSA will apply the same rules of mixing Electronic Data Interchange (EDI) cargo and paper cargo manifests as exist today under the Customs Self Assessment (CSA) program for carriers (D-Memorandum 3‑1‑7). Note: mixed shipments refer to instances when only a portion of shipment data has been transmitted to the CBSA electronically and the remainder of the information is presented on paper at the First Point of Arrival (FPOA).

Highway carriers who have electronically transmitted some cargo data prior to arrival and are presenting paper manifests for other cargo on the same conveyance will be referred to primary processing. As this may delay the release of the entire shipment, the CBSA strongly encourages carriers to use either electronic data transmission or paper during the interim period and to avoid mixing the two processes in one conveyance unless there are exceptional circumstances.

Specifically, the following procedures will apply:

  • At FPOA, the driver and any passenger(s) will provide the required personal identification.
  • At the Primary Inspection Line (PIL), the driver will present a lead sheet to the CBSA border services officer (BSO) containing:
    • a bar-coded Conveyance Reference Number (CRN), or
    • a bar-coded Cargo Control Number (CCN) and a handwritten CRN, or
    • handwritten CRN if an alternate bar-coded document is also being presented with the lead sheet (e.g. a Pre-Arrival Review System (PARS) document with a bar-coded PARS number). These bar-code(s), and/or handwritten CRN, represent the electronically reported portion of the cargo.
  • The driver will provide the paper manifest pertaining to the remainder of the cargo.
  • The BSO will review the pre-arrival recommendation and refer mixed loads for primary processing.*

It is important to note that once eManifest regulations are in place, the CBSA will only accept shipment information that is submitted electronically unless there is an exception or exemption as defined in the ACI/eManifest Highway Electronic Commerce Client Requirements Document (ECCRD).

* If the carrier and driver are approved members of the Customs Self Assessment (CSA) program, the shipment will not be referred to primary processing when presenting a mix of electronic and paper documentation for CSA-eligible goods.

Return to: Highway Carriers

Presenting eManifest Highway Bar Codes on Arrival at the Border

When the highway carrier and shipment arrive at the border, the driver is required to present a lead sheet to the Canada Border Services Agency (CBSA) border services officer. The lead sheet will contain:

  • a bar-coded Conveyance Reference Number (CRN), or
  • a bar-coded Cargo Control Number (CCN) with a handwritten CRN, or
  • handwritten CRN if an alternate bar-coded document is also being presented with the lead sheet (e.g. a Pre-Arrival Review System (PARS) document with a bar-coded PARS number).

In the event that an alternate release request is being used (i.e. Release on Minimum Documentation (RMD)) and a bar-coded CCN is not available prior to arrival, then the CRN on the lead sheet must be in bar-coded format.

Return to: Highway Carriers

Release at First Point of Arrival

Recognizing the business implications for the trade community and the paper processes due to other government departments' requirements, the Canada Border Services Agency (CBSA) will not mandate release at the First Point of Arrival (FPOA).

The CBSA will continue to encourage importers/brokers to voluntarily provide advance trade data for release (i.e. Pre-Arrival Review System (PARS) or similar service option).

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers, Freight Forwarders, Importers

Single-trip In-bond Highway Movements

Currently, a non-bonded carrier may post a single-trip bond at First Point of Arrival (FPOA) to allow for the movement of unreleased goods to an approved inland destination. A single-trip authorization may be acquired by filing security with the Canada Border Services Agency (CBSA) using cash or a certified cheque, or by engaging a customs broker who provides this service.

Goods moving in-bond on a single-trip authorization are linked to a carrier code, bond authorization number and cargo control number (CCN), printed on a Cargo Control Document (CCD). This paper process allows for the reporting, tracing and acquittal of each shipment.

Since it is expected that the single-trip in-bond process will be in limited and declining use, this process will remain paper-based under eManifest, with the exception of the mandatory transmission of advance trade data from importers at a later date.

Specifically, the following process will apply to single-trip in-bond movement of goods:

  • Highway carriers will transmit cargo and conveyance data as a frontier release prior to arrival.
  • At the Primary Inspection Line (PIL), the driver will declare that a single-trip authorization is required to move inland and provide a lead sheet that contains:
    • a bar-coded Conveyance Reference Number (CRN), or
    • a bar-coded Cargo Control Number (CCN) and a handwritten CRN, or
    • handwritten CRN if an alternate bar-coded document is also being presented with the lead sheet (e.g. a Pre-Arrival Review System (PARS) document with a bar-coded PARS number).
  • The PIL officer will refer the driver for primary processing to apply for the single-trip bond.
  • The driver will present a completed paper re-manifest (A8A) to move to the inland warehouse. (The carrier may need to obtain the paperwork from the broker as the carrier will not always have the documentation on hand.)
  • The clearance will be processed as in-bond movements are processed today.

In addition, the splitting of A8A copies will continue as is done today (copies shared by the port of entry, the reporting carrier and the inland warehouse operator). The existing penalty for not having a CCN in bar-coded format will not be applied in those instances when a carrier must handwrite the CCN onto the A8A being used to control the re-manifested, single-trip in-bond movement.

Return to: Highway Carriers

Third-party Transmission of an Importer Advance Trade Data Exception Indicator

When eManifest is fully implemented, carriers will be required to provide the Canada Border Services Agency (CBSA) with advance cargo and conveyance data, freight forwarders will be required to provide advance house bill / supplementary cargo data, and importers will be required to provide importer advance trade data (ATD). However, in certain circumstances, exceptions to these requirements will apply and the transmission of the appropriate exception code is required.

When importer data requirements are implemented and there is an exception to providing importer ATD, a carrier or freight forwarder can transmit the ATD exception code on the importer’s behalf if:

  • the carrier / freight forwarder has been authorized by the importer to do so (e.g. via e‑mail or a carriage contract), and
  • the carrier / freight forwarder also transmits the Manifest Forward recipient client identifier of the importer/agent. The identifier must be a valid importer business number.

Note: In the event of non-compliance with eManifest requirements, the CBSA will require proof of instruction from the carrier or freight forwarder by the importer to transmit an ATD exception code in order to determine against which party an Administrative Monetary Penalty System (AMPS) should be assessed. Failure to provide proof of instruction by the importer will result in an AMPS penalty being assessed against the carrier or freight forwarder. If proof of instruction is provided, the AMPS penalty will be assessed against the importer.

Return to: Highway Carriers, Rail Carriers, Air Carriers, Marine Carriers, Freight Forwarders, Importers

Transmitting Accurate eManifest Highway Cargo Data

Highway carriers will experience delays at the border when the bar codes presented by the driver on arrival for shipments — either the bar-coded Cargo Control Number (CCN) or the bar-coded Pre-Arrival Review System (PARS) number — do not match the CCN transmitted in advance to the Canada Border Services Agency (CBSA). Inaccurate CCN transmission by carriers could also result in sanctions for non-compliance including the issuing of penalties under the Administrative Monetary Penalties System (AMPS) when eManifest requirements for highway carriers become mandatory.

It is particularly important that carriers presenting bar-coded PARS numbers on arrival ensure that the electronically transmitted CCN is identical to the PARS number used on arrival at the border, inclusive of the acronym “PARS”, where applied.

The CBSA recommends that carriers either:

  • provide the driver with a bar-coded PARS number specific to each shipment so that the carrier knows which PARS number is being used and will also use the same number when transmitting their eManifest cargo data to the CBSA prior to arrival, or
  • the driver will contact the carrier as soon as a PARS number is used for a shipment (similar to how they notify the broker today), and the carrier will then know which number to electronically transmit to the CBSA.

For example, if the bar-coded PARS number that the driver provides at the border for a shipment is “1234PARS56789”, then the CCN that the carrier electronically transmits prior to arrival must also be “1234PARS56789”. It is not a requirement to embed the letters ”PARS” into a PARS number, but if a carrier does embed letters into the PARS number the driver provides at the border, then the carrier must use the identical number in their eManifest electronic cargo transmission.

Clients are also reminded to pay particular attention when using the letters “I” and “O” and the numbers “1” and “0” in their CCNs or PARS numbers.  They must use the same letters/numbers when quoting the CCN in both the pre-arrival eManifest transmission and in arranging for the broker’s release documents.

In addition to experiencing delays at the border, if the bar codes are not identical to the advance data, carriers who have Release Notification System (RNS) capabilities will not receive RNS messages.

Return to: Highway Carriers

Clarification of Terms

Primary Inspection Line (PIL) – describes a workstation where a driver and the CBSA border services officer (BSO) first interact.

Primary Processing– describes a workstation where the PIL BSO may direct a driver if additional commercial processing is required. This is sometimes referred to as the “front counter” or “commercial counter”.

Secondary Processing – describes a workstation where the BSO may direct a driver after the PIL or Primary Processing and where examinations are conducted.

Additional definitions can be found in the CBSA Glossary.

Date Modified:2012-05-11

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