Canadian authority guide for U.S. and Canadian carriers

How U.S. Highway Carriers Get Canadian Authority to Haul Freight Into Canada

A detailed BorderPrint guide for U.S. trucking companies, owner-operators, dispatchers, and cross-border operations teams that need a CBSA carrier code, CARM registration, ACI eManifest setup, PARS labels, and Canadian border paperwork.

U.S. carriers CBSA carrier code CARM registration ACI eManifest PARS labels Lead sheets
Canadian flag for Canada-bound commercial trucking requirements

Overview

In order to cross commercially into Canada, a highway carrier typically needs the proper operating authority for its home jurisdiction, a valid Canada Border Services Agency carrier code, correct shipment paperwork, and advance commercial information transmitted before the truck arrives at the Canadian border. This applies to Canadian carriers and to U.S. carriers that want Canadian authority to haul freight into Canada.

For U.S. carriers, the Canadian authority workflow usually starts with getting a CRA business number, registering in the CARM Client Portal, applying for a CBSA highway carrier code, choosing bonded or non-bonded status, and setting up ACI eManifest filing. For Ontario-based Canadian carriers, this may also include provincial operating registration such as a CVOR.

Quick answer: A U.S. highway carrier that wants to haul freight into Canada generally needs home-jurisdiction operating authority, a Canadian BN9 business number, CARM access, a CBSA carrier code, ACI eManifest capability through BorderConnect, accurate shipment release documents, and barcoded paperwork such as PARS labels or ACI lead sheets.

For U.S. carriers

Confirm your legal company details, BN9, CARM access, CBSA carrier code, bond decision, and ACI eManifest setup before accepting Canada-bound freight.

For dispatchers

Verify the PARS number, broker status, ACI eManifest status, port, ETA, driver details, and equipment before the driver reaches the border.

For drivers

Carry the ACI lead sheet, invoice, barcode paperwork, identification, and any program-specific documents required for the shipment type.

For U.S. carriers getting Canadian authority

U.S. trucking companies that want to haul commercial freight into Canada need more than U.S. operating authority. To report commercial freight to the Canada Border Services Agency, a U.S. carrier generally needs a Canadian CBSA carrier code, access to the CARM Client Portal, ACI eManifest filing capability, and a repeatable paperwork process for PARS labels, ACI lead sheets, broker coordination, and driver documents.

A USDOT number, MC number, SCAC, or U.S. customs setup does not replace the Canadian carrier code used for CBSA reporting. Treat Canadian authority as its own onboarding workflow with separate account setup, customs reporting, and dispatch procedures.

Step 1: Get a BN9

U.S. and other non-resident carriers generally need a Canada Revenue Agency business number before they can register the business in CARM.

Step 2: Register in CARM

Create access to the CARM Client Portal and complete transporter enrolment for the carrier code application.

Step 3: Set up ACI

After receiving the CBSA carrier code, set up ACI eManifest filing through BorderConnect and prepare driver paperwork.

U.S. carrier takeaway: Canadian authority is not just one form. It is a workflow that includes BN9 setup, CARM registration, CBSA carrier code approval, bonded or non-bonded status, ACI eManifest filing, broker coordination, and printed border documents.

What U.S. carriers should prepare

  • Legal company name exactly as registered in the United States.
  • Any trade names, DBA names, or previous legal names.
  • State or jurisdiction of formation, incorporation date, and entity details.
  • Physical and mailing addresses.
  • Officer, owner, or director contact details.
  • Business number setup for CARM registration.
  • Decision on bonded vs non-bonded Canadian carrier status.
  • ACI eManifest filing process through BorderConnect.
  • Printed PARS labels and ACI lead sheets for dispatch and driver workflows.

Commercial carrier registration

Before handling regular cross-border freight into Canada, a trucking company should confirm that it is properly registered to operate commercially in its home jurisdiction. For U.S. carriers, this may include U.S. operating authority, USDOT and MC information where applicable, insurance, safety compliance records, and company formation documents.

Canadian operating registration is separate from CBSA customs reporting. A U.S. carrier can have U.S. authority and still need a Canadian CBSA carrier code, CARM access, and ACI eManifest capability before hauling commercial freight into Canada.

In Ontario, the common registration is the Commercial Vehicle Operator’s Registration certificate. Other provinces may use different commercial carrier registration or safety compliance systems, so carriers should verify requirements based on their operating jurisdiction.

Official operating authority resources

Registration tips

  • Use the same legal business name across company registration, CARM, CBSA, broker, and eManifest records.
  • Keep company address, contact, and authority details current.
  • Document which carrier code and company entity should be used by dispatch.
  • Confirm requirements before onboarding new drivers, trucks, or operating locations.

BN9 and CARM setup for non-resident carriers

A U.S. carrier is considered a non-resident business for many Canadian registration workflows. Before applying for a CBSA carrier code in CARM, the company generally needs a nine-digit Canada Revenue Agency business number, often called a BN9.

The BN9 identifies the business for Canadian government account purposes. Once the company has the required business number details, it can register in the CARM Client Portal and continue the highway carrier code application workflow.

Requirement Why it matters U.S. carrier note
BN9 Used to register the business in CARM. Non-resident carriers should obtain the BN9 before attempting CARM carrier enrolment.
CARM Client Portal Used for transporter enrolment and carrier code applications. The company creates a business profile and applies for the carrier code through the portal.
CBSA carrier code Identifies the carrier in Canadian customs reporting. Required for commercial goods entering Canada, whether the carrier crosses daily or occasionally.
Bond decision Determines whether the carrier can handle bonded or in-bond Canadian movements. Bonded status requires financial security and added compliance responsibility.

Helpful official links

CBSA carrier code

A CBSA carrier code is a unique four-character identifier issued by the Canada Border Services Agency. U.S. and Canadian highway carriers transporting commercial goods into Canada use it to identify themselves in customs reporting, shipment references, ACI eManifest records, PARS barcode workflows, and broker coordination.

Carrier code applicants use the CARM Client Portal process for highway carrier code applications. Once the code is active, dispatch teams should use the correct carrier code consistently across broker paperwork, ACI eManifest records, PARS labels, and lead sheets.

Official CBSA carrier code resources

Prepare business details

Confirm the legal company name, BN9 or registration details, address, contact information, operating structure, and U.S. formation details if applying as a non-resident carrier.

Register in CARM

Create the company profile in the CARM Client Portal and complete the required transporter enrolment steps for a highway carrier code.

Choose bond status

Decide whether the operation needs bonded or non-bonded status before submitting the carrier code application.

Set up ACI

Once the carrier code is active, set up ACI eManifest processing with BorderConnect.

Bonded vs non-bonded carriers

Carrier bond status affects what kind of freight movement a carrier can perform. A non-bonded carrier generally handles freight that releases at the first Canadian port of arrival, while a bonded carrier may be able to move unreleased goods inland or under bond when the movement qualifies.

For U.S. carriers, non-bonded status is often the simpler starting point when the freight is expected to release at the first Canadian port of arrival. Bonded status may be needed if the carrier wants to move unreleased freight inland, handle in-bond freight, or move certain U.S.-to-U.S. shipments through Canada.

Bonded carriers take on additional compliance responsibility and must provide the required financial security. Dispatch should know whether the company is bonded or non-bonded before accepting freight that may not release at the first Canadian port.

Status Typical use Operational impact
Non-bonded Goods released at the first port of arrival. Simpler setup, but less flexibility for inland movement before release.
Bonded In-bond, inland, or unreleased goods movements. More flexibility, but added financial security and compliance responsibility.

For operational details, see BorderConnect Wiki: Carrier Code (CBSA).

ACI eManifest requirements

Advance Commercial Information, or ACI, is Canada’s pre-arrival commercial reporting program. In highway mode, commercial shipment information is sent in advance so CBSA can validate data and assess risk before the truck reaches the border.

For U.S. carriers, ACI eManifest is one of the most important operational pieces of Canadian authority. Once the CBSA carrier code is active, the carrier needs a reliable way to create, transmit, monitor, and correct Canada-bound manifests.

Where to sign up: For ACI eManifest software, setup, filing workflows, and practical carrier support, use BorderConnect.

ACI data commonly includes

  • Carrier code and carrier identity.
  • Conveyance Reference Number or trip number.
  • Truck, trailer, and equipment details.
  • Driver information.
  • Port of arrival and estimated arrival time.
  • Shipment type and cargo details.
  • Cargo Control Number, PARS number, or exemption details.
  • Broker and release coordination information for PARS shipments.

BorderConnect ACI resources

PARS vs ACI eManifest vs broker entry

PARS, ACI eManifest, and the customs broker entry are connected, but they are not the same thing. For a typical Canada-bound commercial shipment, the carrier is responsible for transmitting the ACI eManifest, while the customs broker is responsible for submitting the release entry tied to the shipment paperwork.

A common dispatch mistake is assuming that a PARS barcode label alone means the shipment is ready to cross. In reality, the PARS number, broker entry, carrier code, ACI shipment, and lead sheet all need to line up before the driver reaches the Canadian port.

Item Who handles it What it does Common problem
PARS label Carrier / shipper / driver Provides the shipment barcode reference used on invoice or release paperwork. The wrong PARS label is applied, duplicated, unreadable, or not sent to the broker.
Broker entry Customs broker Submits the release request for the imported goods before arrival. The broker has not accepted, matched, or processed the PARS paperwork.
ACI eManifest Highway carrier or authorized service provider Reports cargo and conveyance data to CBSA before the truck arrives. The manifest is late, rejected, incomplete, or submitted with mismatched data.
ACI lead sheet Carrier / dispatcher / driver Gives the CBSA officer a scannable way to retrieve the transmitted ACI eManifest. The driver has no lead sheet, the barcode does not scan, or the CRN/CCN does not match.

Dispatcher rule: Do not release a driver toward the border until the broker entry and ACI eManifest are both ready, accepted, and matched to the same shipment reference.

What happens at the Canadian border?

At the first port of arrival, the driver presents the ACI lead sheet and supporting shipment paperwork to the CBSA officer. The officer uses the lead sheet barcode or reference number to retrieve the submitted ACI eManifest and confirm the reported cargo, conveyance, and release information.

The driver should be ready to present identification, the ACI lead sheet, invoices, release paperwork, and any shipment-type-specific documents. If information is missing, mismatched, or not accepted, the driver may be referred for further processing.

Driver arrives at the booth

The driver presents identification, the ACI lead sheet, and the shipment paperwork prepared for the load.

Officer retrieves the manifest

CBSA uses the lead sheet barcode or reference number to locate the transmitted ACI eManifest.

Release status is checked

The officer verifies whether the shipment is released, referred, held, or requires additional action.

Proof of report is retained

The stamped lead sheet should be kept by the carrier as proof that the shipment was reported.

ACI lead sheet barcode requirements

The ACI lead sheet is the driver-facing document that connects the truck at the booth with the pre-arrival information already transmitted to CBSA. A clean barcode is important because it reduces manual lookup, booth delays, and data-entry confusion.

A lead sheet may use a barcoded Conveyance Reference Number, a barcoded Cargo Control Number with a handwritten Conveyance Reference Number, or a handwritten Conveyance Reference Number presented with a separate page containing a barcoded Cargo Control Number.

Option 1

Use a lead sheet with a barcoded Conveyance Reference Number, also called the trip number.

Option 2

Use a barcoded Cargo Control Number and write the Conveyance Reference Number on the lead sheet.

Option 3

Write the Conveyance Reference Number on the lead sheet and attach a separate page with a barcoded Cargo Control Number.

  • Use high-contrast printing so the barcode scans clearly.
  • Avoid shrinking, stretching, or distorting the barcode.
  • Do not reuse the same barcode reference for unrelated trips.
  • Keep the driver copy clean, flat, and easy to present at the booth.
  • Order printed ACI lead sheets from BorderPrint if your team wants consistent physical paperwork.

Common mistakes that delay Canada-bound trucks

Most border delays are not caused by one large mistake. They usually come from small mismatches between the paperwork, broker entry, carrier code, ACI eManifest, lead sheet, port, ETA, driver, or equipment details.

PARS number mismatch

The invoice uses one PARS number, while the broker or ACI shipment uses another.

Wrong carrier code

The broker entry or shipment paperwork references a different carrier than the one physically arriving.

Late broker entry

The carrier transmitted ACI, but the broker has not submitted or accepted the release request.

Late ACI filing

The eManifest is sent too close to arrival and does not meet the highway pre-arrival timing requirement.

Wrong port

The manifest is sent for one port of arrival, but the driver arrives at a different crossing.

Missing lead sheet

The driver reaches the booth without a scannable ACI lead sheet or the correct shipment paperwork.

Pre-border check: Confirm PARS, broker status, carrier code, port, ETA, driver, equipment, shipment type, and ACI status before the driver gets within one hour of the border.

ACI rejection reasons and troubleshooting

An ACI eManifest rejection means the transmitted data needs correction before the carrier should proceed as if the shipment is ready. Dispatchers should treat rejected, incomplete, or unmatched manifests as operational exceptions, not minor paperwork issues.

Issue Likely cause Dispatcher action
Invalid carrier code Wrong code, inactive code, or typo in the carrier profile. Verify the carrier code against the company’s CBSA record before resubmitting.
Duplicate reference The same CRN, CCN, or PARS reference was already used. Create a unique trip or shipment reference and update related paperwork.
Port mismatch The intended port does not match the driver’s actual crossing plan. Confirm the crossing and update the port before arrival.
Shipment type error The shipment was filed as the wrong release or exemption type. Confirm whether the shipment is PARS, in-bond, CSA, A49, temporary import, or exempt.
Broker not matched The broker entry is not on file or does not match the shipment reference. Contact the customs broker and confirm the PARS or shipment reference status.

The safest workflow is to correct the rejection, verify acceptance, confirm broker status where applicable, and then give the driver updated paperwork before arrival.

Brokered loads and subcontracted carriers

Brokered and subcontracted loads create extra risk because the company selling the freight, the carrier code on the paperwork, and the carrier physically hauling the load may not be the same company. Dispatchers should confirm who is acting as the carrier for customs reporting before the load is accepted.

The carrier or an authorized service provider should transmit the required cargo and conveyance data. For subcontracted loads, the parties should confirm which carrier code, PARS number, and ACI records will be used before the driver is dispatched.

Primary carrier

The carrier responsible for the commercial reporting arrangement should confirm how cargo data and shipment references will be handled.

Actual carrier

The company physically arriving at the border must have matching driver, equipment, conveyance, and paperwork details.

Broker

The broker needs the correct carrier code, PARS number, invoice, port, and ETA to match the shipment release entry.

Dispatcher

The dispatcher should verify which company’s carrier code appears on the PARS paperwork and ACI eManifest before assigning the driver.

Port code and ETA accuracy

The port of arrival and estimated arrival time are not just planning details. They are part of the transmitted ACI data and should match the driver’s actual route, dispatch plan, and timing.

If a driver changes crossings, has a major delay, swaps equipment, or changes the arrival plan, dispatch should review the ACI eManifest before the truck reaches the booth.

Best practice: Keep port, ETA, driver, truck, trailer, CRN, CCN, and broker-status updates in one dispatch workflow so changes are not missed.

  • Confirm the intended Canadian port before transmitting the manifest.
  • Update dispatch notes if the driver changes route or border crossing.
  • Use a clear internal process for ETA changes and equipment swaps.
  • Keep the CRN and CCN separate to avoid reference conflicts.

Documents needed by shipment type

The exact paperwork depends on the shipment type, broker instructions, importer requirements, and carrier status. The table below gives dispatchers a practical starting point for Canada-bound load planning.

Shipment type Common paperwork Before arrival
PARS Invoice, PARS barcode label, broker instructions, ACI lead sheet. Confirm broker entry and ACI eManifest acceptance.
In-bond In-bond documents, ACI lead sheet, cargo details, warehouse/sublocation information. Confirm bonded carrier authority and inland movement instructions.
CSA CSA-approved shipment details, driver eligibility, importer/carrier program details. Confirm all parties are eligible for the CSA movement.
A49 automotive Automotive release documents, invoice or shipment details, ACI lead sheet. Confirm the shipment qualifies for A49 release treatment.
Temporary import ATA Carnet, E29B, or other temporary admission paperwork, where applicable. Confirm the temporary import process with the broker or importer.
Cargo exemption Documentation supporting the selected exemption type. Confirm the exemption is valid before selecting it in ACI.

PARS shipments and broker entry

PARS stands for Pre-Arrival Review System. It is one of the most common release methods for commercial goods entering Canada by highway. The customs broker submits release information before arrival, while the carrier reports the shipment through ACI eManifest.

For U.S. carriers new to Canadian freight, PARS is often the first barcode workflow dispatch teams need to understand. The PARS barcode label links the carrier’s shipment reference to broker paperwork, and the same reference must match the ACI and broker process.

PARS workflow

  1. Apply a valid BorderPrint PARS barcode label to the invoice or shipment paperwork.
  2. Send the paperwork to the customs broker before the truck reaches the port.
  3. Confirm the broker has submitted and matched the release entry.
  4. Create and transmit the ACI eManifest through BorderConnect.
  5. Provide the driver with the ACI lead sheet and matching shipment documents.

ACI lead sheets

When the driver arrives at the Canadian border, the officer needs a way to quickly retrieve the submitted ACI eManifest. An ACI lead sheet gives the officer scannable reference information tied to the trip, conveyance, or cargo record.

U.S. carriers should treat lead sheets as a required driver document in the Canada-bound dispatch packet. If the lead sheet is missing, damaged, mismatched, or hard to scan, the driver may face avoidable delay at the booth.

Conveyance barcode

Used to retrieve the trip or conveyance record connected to the ACI eManifest.

Cargo barcode

Used to retrieve a shipment record, often tied to a Cargo Control Number or PARS reference.

Shipment release types

The shipment type selected in ACI eManifest tells CBSA how the goods are expected to release or move. Choosing the wrong shipment type can create delays, compliance risk, or the need for corrections before the driver can proceed.

Shipment type Used for Carrier note
PARS Standard commercial goods pre-cleared by broker before arrival. Requires broker coordination and matching PARS barcode documentation.
In-bond Unreleased goods moving inland or under customs control. Typically requires bonded carrier authority.
CSA Eligible Customs Self Assessment shipments. Importer, carrier, and driver must meet CSA conditions.
A49 Automotive Release Qualifying automotive production shipments. Confirm eligibility before dispatch.
ATA Carnet / E29B Temporary import situations. Requires specific temporary admission documentation.
Personal Goods Non-commercial goods moved by highway carrier. Should not be used for standard commercial freight.

See BorderConnect Wiki: Shipment Types for ACE and ACI eManifest.

Cargo exemptions

Some highway movements are reported as cargo exemptions rather than standard commercial shipment releases. These exemptions should be selected carefully because they identify special movement scenarios.

IIT

Used for empty racks, containers, and instruments of international traffic moving in international transportation.

Flying truck

Used when freight originally expected to arrive by air instead arrives by truck.

Courier LVS

Used by qualifying couriers transporting eligible low-value shipments.

Postal shipment

Used for mail moving from a foreign postal service to Canada Post.

In-transit

Used when goods move from one point to another while travelling through another country.

Emergency repairs

Used by Canadian carriers reporting emergency repairs to commercial vehicles that occurred outside Canada.

Trusted trader programs

Trusted trader programs are designed for low-risk, pre-approved participants. They can improve processing efficiency, support dedicated lane access, and reduce border friction, but they do not replace carrier code, shipment, broker, or ACI requirements.

FAST

Free and Secure Trade is designed to support expedited processing for eligible low-risk shipments and approved participants.

CSA

Customs Self Assessment is designed for low-risk, pre-approved importers and carriers using registered drivers to carry eligible goods.

PIP

Partners in Protection is a free CBSA program where businesses and CBSA work together to enhance border and trade chain security.

C-TPAT

Customs-Trade Partnership Against Terrorism is a U.S. CBP supply chain security program relevant to many cross-border carriers.

Official and wiki resources

AMPS penalties

The Administrative Monetary Penalty System, or AMPS, is CBSA’s penalty framework for many commercial non-compliance issues. The Master Penalty Document lists contraventions for failures to comply with requirements under the Customs Act, Customs Tariff, and related regulations.

For U.S. carriers entering Canada, AMPS risk can arise from missing, late, inaccurate, or improperly transmitted information, as well as broader failures to follow reporting and release procedures.

Compliance note: Before arrival, verify carrier code, shipment type, PARS number, broker status, ACI acceptance, port, ETA, driver details, equipment details, and lead sheet accuracy.

Canada-bound dispatch checklist

  1. Confirm the carrier is properly registered for commercial operations in its home jurisdiction.
  2. For U.S. carriers, confirm BN9, CARM access, and CBSA carrier code status.
  3. Confirm whether the carrier is bonded or non-bonded in Canada.
  4. Confirm the shipment type: PARS, in-bond, CSA, A49, temporary import, personal goods, or exemption.
  5. Apply the correct PARS barcode label when the shipment is PARS.
  6. Send paperwork to the customs broker early enough for pre-arrival processing.
  7. Create and transmit the ACI eManifest through BorderConnect.
  8. Verify manifest status and broker status before the truck reaches the port.
  9. Give the driver the ACI lead sheet and shipment documents.
  10. Confirm the driver, equipment, port, and ETA match the transmitted manifest.
  11. Keep records according to company and customs compliance procedures.

Canada border trucking acronym glossary

Cross-border paperwork uses many similar acronyms. This glossary helps dispatchers, drivers, and new carrier staff understand the terms they see in PARS, ACI eManifest, and CBSA documentation.

ACI

Advance Commercial Information, Canada’s pre-arrival commercial reporting program.

PARS

Pre-Arrival Review System, a common Canada-bound shipment release workflow.

CCN

Cargo Control Number, the shipment control reference used for CBSA cargo reporting.

CRN

Conveyance Reference Number, often used as the trip number for the truck movement.

FPOA

First Port of Arrival, the first Canadian port where the carrier reports.

CARM

CBSA Assessment and Revenue Management, the portal used for many CBSA commercial account functions.

BN9

A nine-digit Canada Revenue Agency business number used in many Canadian business registration workflows.

USDOT

A U.S. Department of Transportation number used for U.S. motor carrier identification and safety oversight.

MC number

A U.S. operating authority number used by certain for-hire carriers and regulated transportation operations.

CSA

Customs Self Assessment, a trusted trader program for eligible parties and shipments.

FAST

Free and Secure Trade, a trusted trader program supporting expedited processing for eligible participants.

AMPS

Administrative Monetary Penalty System, CBSA’s commercial penalty framework.

Starter kit for U.S. carriers hauling into Canada

U.S. carriers getting Canadian authority should build a simple, repeatable paperwork system before taking regular Canada-bound freight. A consistent starter kit helps dispatchers avoid mismatched references, missing lead sheets, rejected ACI manifests, and last-minute border calls.

PARS barcode labels

Use for Canada-bound commercial shipments where the broker release is tied to a PARS reference.

Shop PARS labels

ACI lead sheets

Give drivers clean, scannable lead sheets to present when entering Canada with ACI.

Shop ACI lead sheets

ACI eManifest software

Use BorderConnect to create, transmit, track, and manage Canada-bound ACI eManifests.

Visit BorderConnect

U.S. carrier SOP idea: Create a one-page Canadian authority checklist that confirms BN9, CARM access, CBSA carrier code, bond status, PARS labels, ACI setup, broker status, ACI status, port, ETA, driver, equipment, lead sheet, and driver paperwork before every Canada-bound trip.

BorderPrint products for Canada-bound carriers

BorderPrint provides printed and barcoded materials that support carrier documentation workflows for U.S. and Canadian companies hauling commercial freight into Canada.

PARS barcode labels

Used for Canada-bound commercial shipments handled through the Pre-Arrival Review System.

Shop PARS labels

ACI lead sheets

Prepare clean, scannable lead sheets for drivers presenting ACI references at the Canadian border.

Shop ACI lead sheets

PAPS barcode labels

Support U.S.-bound shipment workflows for cross-border carriers that handle freight both ways.

Shop PAPS labels

ACE Manifest lead sheets

Printed lead sheets for carriers managing ACE Manifest paperwork for U.S.-bound shipments.

Shop ACE lead sheets

High-security bolt seals

Help secure trailers and support chain-of-custody procedures for commercial freight.

Shop bolt seals

BorderPrint FAQ

Find answers about ordering, materials, shipping, barcode labels, and cross-border printing products.

Read the FAQ

Frequently asked questions

Do U.S. carriers need a CBSA carrier code to haul freight into Canada?

Yes. U.S. highway carriers transporting commercial goods into Canada generally need their own CBSA carrier code for Canadian customs reporting, ACI eManifest, PARS workflows, and broker coordination.

Does a USDOT number or MC number replace a CBSA carrier code?

No. A USDOT number or MC number supports U.S. operating authority, but it does not replace the CBSA carrier code used for Canadian customs reporting.

What is the first step for a U.S. carrier getting Canadian authority?

The first practical step is usually preparing company details and obtaining a CRA business number, or BN9, so the carrier can register in the CARM Client Portal and apply for a CBSA carrier code.

Can a U.S. carrier apply for a Canadian bonded carrier code?

Yes. A U.S. carrier can apply for bonded status, but bonded carriers must provide financial security and carry added compliance responsibility for qualifying in-bond or unreleased freight movements.

Do occasional U.S. carriers still need Canadian authority?

If the carrier is transporting commercial goods into Canada, it should confirm CBSA carrier code and reporting requirements even if it crosses only occasionally.

What does a highway carrier need to cross into Canada commercially?

A carrier generally needs commercial operating authority, a CBSA carrier code, correct shipment documentation, ACI eManifest capability through BorderConnect, and driver paperwork such as an ACI lead sheet and invoice.

Where should carriers sign up for ACI eManifest?

For ACI eManifest software, setup, and practical carrier filing workflows, carriers should use BorderConnect.

What is a CBSA carrier code?

A CBSA carrier code is a unique four-character identifier used by CBSA to identify a carrier transporting commercial goods into Canada.

What is the difference between PARS and ACI eManifest?

PARS is the release workflow that connects the carrier’s shipment paperwork with the customs broker’s entry. ACI eManifest is the electronic pre-arrival report submitted by the carrier.

Does every Canada-bound shipment need a PARS label?

No. PARS is common for commercial goods released at the first port of arrival, but other shipment types may apply, including in-bond, CSA, A49, temporary imports, personal goods, and cargo exemptions.

What happens if the ACI eManifest is late?

Late or missing ACI can cause border delays, referrals, compliance issues, or monetary penalties. Dispatch should confirm ACI acceptance before the driver reaches the port.

Do I need both PARS and ACI eManifest?

For most standard commercial PARS shipments, yes. PARS supports the broker release workflow, while ACI eManifest is the carrier’s pre-arrival report to CBSA.

Can I cross into Canada without a PARS label?

Some shipments use other release types or cargo exemptions, but a standard PARS shipment should have a valid PARS barcode label on the paperwork sent to the customs broker.

How early does ACI need to be filed?

Highway carriers should transmit required ACI cargo and conveyance data at least one hour before arrival at the first Canadian port of arrival.

What is the difference between a CCN and a CRN?

A CCN identifies the cargo or shipment, while a CRN identifies the conveyance or trip. They should be treated as separate references in dispatch and eManifest workflows.

What should a driver show CBSA at the booth?

The driver should present identification, the ACI lead sheet, and the shipment paperwork required for the specific release type or exemption.

What happens if the broker entry is not accepted?

If the broker entry is not accepted or matched, the driver may be delayed even if the ACI eManifest has been transmitted. Dispatch should contact the broker and verify the PARS or shipment reference before arrival.

Can a non-bonded carrier move freight inland?

A non-bonded carrier generally handles freight released at the first Canadian port of arrival. In-bond or inland movement typically requires bonded carrier authority and the correct shipment process.

Who files ACI when a load is brokered to another carrier?

The reporting setup should be confirmed before dispatch. The carrier or an authorized service provider should transmit the required cargo and conveyance data using the correct carrier code and shipment references.

Does the ACI lead sheet need a barcode?

Yes, the driver should have a scannable lead sheet or barcode reference that lets CBSA retrieve the ACI eManifest at the booth.

What is proof of report for ACI?

Proof of report is the carrier’s record that the shipment was reported at the border. Dispatchers should keep stamped or confirmed lead-sheet records according to company compliance procedures.