The United States is Canada’s largest trading partner. Over $718 billion in goods crosses the Canada–U.S. border annually, with approximately 68% of that freight moving by truck. More than 30,000 trucks cross the border every day. For Canadian businesses - manufacturers in Ontario, food producers in Quebec, lumber suppliers in British Columbia, agricultural exporters on the Prairies - the U.S. market is the most important export destination, and freight shipping is how those goods get there.
But shipping freight from Canada to the United States is not domestic shipping with a border in the middle. It is a process that involves Canadian export documentation (B13A declaration, commercial invoice, USMCA certification), U.S. Customs and Border Protection (CBP) entry requirements, regulatory clearance from U.S. agencies like the FDA, USDA, and EPA depending on what you are shipping, and the operational reality of moving freight through one of the world’s busiest commercial borders without delays that cost you delivery windows and customer relationships.
This guide covers the full export process from the Canadian side: what documentation you need before freight leaves Canada, what happens when it enters the United States, how USMCA affects your duty obligations, which U.S. regulatory agencies apply to your goods, the major border crossings and how to choose between them, cost factors, and the most common mistakes Canadian exporters make when shipping south.
For the reverse direction (U.S. to Canada), see our guide to shipping freight to Canada.
Before your freight crosses the border, the Canadian export side requires specific documentation. Missing or incorrect paperwork does not just cause delays at the border - it can trigger CBSA penalties, CBP holds, and in some cases seizure of goods on the U.S. side.
The B13A is the Canadian export declaration required by CBSA (Canada Border Services Agency) for all goods exported from Canada with a value exceeding $2,000 CAD. The B13A reports the nature, value, and destination of the goods to the Canadian government. It must be filed electronically through CBSA’s Canadian Automated Export Declaration (CAED) system before the goods leave Canada.
Exemptions exist for certain categories - notably goods of U.S. origin being returned - but for most commercial exports, the B13A is mandatory. Failure to file when required can result in penalties and the shipment being stopped at the border.
The commercial invoice is the primary document U.S. Customs and Border Protection (CBP) uses to assess duties and process your entry. For Canada-to-U.S. shipments, the invoice should include a complete description of the goods, the quantity and unit value, the total value in USD (not CAD - invoicing in Canadian dollars creates exchange rate complications at CBP that can delay processing and result in unfavorable duty assessments), the country of origin, the HTS (Harmonized Tariff Schedule) code for each product, the buyer and seller details, and the terms of sale (Incoterms). Accuracy matters: discrepancies between the commercial invoice and the physical shipment trigger CBP inspections, delays, and potential penalties.
If your goods qualify for duty-free entry under the United States-Mexico-Canada Agreement (USMCA, called CUSMA in Canada), a Certificate of Origin must accompany the shipment. This can be a standalone document or a certification statement included directly on the commercial invoice. The certificate declares that the goods meet USMCA rules of origin - meaning they were wholly produced in North America or meet the agreement’s specific tariff shift and regional value content requirements for the commodity. We cover USMCA qualification in detail in the next section.
Additional documents that may be required depending on commodity: export permits for controlled goods (military, dual-use technology, certain chemicals), phytosanitary certificates for plant products (issued by CFIA), meat inspection certificates (issued by CFIA for meat and poultry), and Advance Commercial Information (ACI) data filed electronically to CBSA before the goods depart.
When your freight arrives at a U.S. port of entry (the border crossing), it must be formally entered into U.S. Customs and Border Protection (CBP) jurisdiction. The U.S. customs broker you or your freight broker has engaged files the entry documentation, CBP reviews it, assesses applicable duties and fees, and either releases the goods or selects them for inspection.
Most commercial shipments from Canada enter the U.S. as either an informal entry (goods valued under $2,500 USD - simplified process, no bond required) or a formal entry (goods valued at $2,500 USD or more - requires a customs bond). A customs bond is a financial guarantee that you will pay all duties, taxes, and penalties assessed by CBP. Bonds can be single-entry (covering one shipment) or continuous (covering all shipments for a 12-month period, which is more cost-effective for regular exporters). Your customs broker can arrange the bond on your behalf. For Canadian businesses that ship to the U.S. regularly, a continuous bond is almost always the right choice.
Every product entering the United States is classified under the Harmonized Tariff Schedule (HTS) - a detailed classification system that determines the duty rate for the commodity. The HTS code is similar to the HS code used internationally but includes additional U.S.-specific digits that narrow the classification. The correct HTS code determines not just the duty rate but also whether the product is subject to antidumping duties, countervailing duties, or special tariffs. Misclassification can result in overpayment of duties (money left on the table) or underpayment (which triggers CBP penalties and interest). Your customs broker or Freightzy can help determine the correct HTS classification.
Shipments valued at $800 USD or less can enter the United States duty-free and with simplified customs processing under Section 321 of the Tariff Act. This de minimis threshold is useful for Canadian businesses shipping small sample orders, prototype units, or promotional materials. Section 321 does not apply to goods subject to antidumping/countervailing duties, goods requiring licensing from other agencies (FDA, USDA), or certain restricted commodities. For regular commercial shipments above $800, formal entry with a customs bond is the standard process.
The United States-Mexico-Canada Agreement (USMCA, called CUSMA in Canada) provides duty-free entry for goods that meet North American rules of origin. For Canadian exporters, USMCA qualification means your goods enter the U.S. without paying the standard tariff duty - which can range from 0% to 25%+ depending on the commodity. Understanding whether your goods qualify, and certifying correctly, is one of the highest-impact cost decisions in cross-border freight.
Goods qualify for USMCA duty-free treatment under three primary tests:
Wholly Obtained or Produced: Goods that are entirely grown, harvested, mined, or manufactured in Canada, the U.S., or Mexico from North American materials. Agricultural products, raw materials, and goods with no foreign inputs typically qualify under this test.
Tariff Shift: Goods manufactured in North America from non-North American inputs, where the manufacturing process changes the product’s tariff classification (HTS code) sufficiently to meet the USMCA’s product-specific rules. For example, raw steel imported from Asia and manufactured into finished auto parts in Ontario changes tariff classification and may qualify.
Regional Value Content (RVC): Goods that contain a minimum percentage of North American value, calculated using either the transaction value method or the net cost method. The required RVC percentage varies by product category - automotive goods have the highest thresholds (75% RVC for passenger vehicles).
To claim USMCA benefits, the exporter (you) must certify on the commercial invoice or a separate certification document that the goods meet the rules of origin. CBP accepts the exporter’s self-certification but audits claims - if audited and found non-qualifying, you owe the duty plus penalties and interest. Maintain records of how your goods qualify (supplier declarations, production records, cost breakdowns) for a minimum of five years.
Common mistakes: claiming USMCA without verifying that inputs actually qualify, using the wrong tariff classification (which changes the applicable rule of origin), and failing to obtain supplier declarations for components sourced from other North American suppliers. If you are unsure whether your goods qualify, consult your customs broker before claiming the exemption - incorrectly claiming USMCA is more expensive than paying the duty.
Beyond CBP customs entry, certain U.S. federal agencies regulate specific types of imports. If your goods fall under the jurisdiction of any of these agencies, you must meet their requirements BEFORE or AT the time of entry - CBP will not release the goods until the relevant agency clears them.
The U.S. Food and Drug Administration regulates all food products, pharmaceuticals, dietary supplements, cosmetics, and medical devices entering the United States. For food specifically, FDA requires Prior Notice: an electronic notification filed 2–15 days before the shipment’s arrival (the timeline depends on the mode of transport - 15 days for ocean, 2 hours for truck).
Food facilities must also be registered with the FDA. Cosmetics entering the U.S. must meet FDA labeling and ingredient requirements. Medical devices require FDA clearance or approval depending on classification. For Canadian food exporters, FDA Prior Notice is the most commonly missed requirement - and failure to file results in the shipment being refused at the border.
For refrigerated food crossing the border, see our cross-border reefer guide.
The U.S. Department of Agriculture and its Animal and Plant Health Inspection Service (APHIS) regulate the import of agricultural products, live animals, plants, seeds, soil, meat, poultry, and egg products. Fresh produce entering the U.S. from Canada may require USDA phytosanitary inspection. Meat and poultry require FSIS (Food Safety and Inspection Service) import inspection and must come from FSIS-approved establishments. Plant materials may require import permits from APHIS. These requirements apply even though the goods are coming from Canada, a country with comparable food safety standards - the regulatory framework is commodity-driven, not country-driven.
The Environmental Protection Agency regulates the import of chemicals under the Toxic Substances Control Act (TSCA). Any shipment of chemical substances entering the U.S. must include a TSCA certification statement confirming that the substances comply with TSCA requirements. Pesticides are regulated under FIFRA (Federal Insecticide, Fungicide, and Rodenticide Act) and require EPA registration. For Canadian chemical manufacturers and distributors, TSCA certification is a standard part of the export documentation package.
The Consumer Product Safety Commission regulates the import of consumer products including toys, children’s products, textiles, electronics, and household goods. Certain product categories require third-party testing and certification (General Certificate of Conformity for most products, Children’s Product Certificate for items designed for children under 12). CPSC can detain non-compliant products at the border.
The Federal Communications Commission regulates the import of electronic devices that emit radio frequency energy - which includes virtually all electronics with wireless capability. Products must comply with FCC technical standards and carry the appropriate FCC authorization (certification, supplier’s declaration of conformity, or other applicable authorization depending on product type). Canadian electronics exporters must ensure FCC compliance before shipping, as non-compliant devices can be seized at the border.
The same freight modes available for domestic Canadian shipping apply to cross-border freight, with customs clearance added to the process:
LTL (Less-Than-Truckload): The most common mode for partial loads (1–10 pallets). Cross-border LTL freight routes through the carrier’s terminal network, and customs clearance typically occurs at the border terminal. Transit time adds 1–2 days compared to equivalent domestic lanes for customs processing.
FTL (Full Truckload): For larger shipments. The driver crosses the border with the sealed trailer, clears customs, and delivers directly. FTL cross-border is faster than LTL cross-border because there are no terminal transfers - the freight moves through customs as a single sealed unit.
Reefer LTL and FTL: Temperature-controlled freight crossing the border requires temperature compliance records through customs. CFIA phytosanitary documentation for produce and meat inspection certificates for protein products are additional requirements. Freightzy’s reefer program handles these as part of the cross-border service.
Intermodal: Rail-truck intermodal is available on high-volume cross-border corridors (Toronto–Chicago, Montreal–Chicago, Vancouver–Seattle). Intermodal containers remain sealed through customs, which can expedite border processing. CPKC and CN Rail both operate cross-border intermodal service.
The border crossing your freight uses affects transit time, congestion risk, and customs processing speed. Here are the five highest-volume freight crossings from the Canadian side, with the lanes they serve:
Ambassador Bridge (Windsor, ON → Detroit, MI): The busiest commercial border crossing in North America. Serves the Ontario → Midwest corridor. Over 8,000 trucks per day. Primary route for Ontario manufacturers shipping to Detroit, Chicago, and the U.S. Midwest. Congestion is heaviest during peak morning hours. The Gordie Howe International Bridge, expected to open in 2026, will add capacity on this corridor.
Blue Water Bridge (Sarnia, ON → Port Huron, MI): The second-busiest Ontario crossing. Serves the Ontario → Midwest corridor as an alternative to Ambassador Bridge, particularly for freight originating west of Toronto (Kitchener, London, Guelph). Often less congested than Ambassador Bridge during peak hours.
Pacific Highway (Surrey, BC → Blaine, WA): The primary crossing for British Columbia freight heading to the Pacific Northwest (Seattle, Portland) and the West Coast. Serves BC’s lumber, agriculture, and natural products export traffic.
Thousand Islands Bridge (Lansdowne, ON → Alexandria Bay, NY): Serves the Ontario → Northeast U.S. corridor (New York, New England, Mid-Atlantic). Lower volume than Ambassador or Blue Water but strategically important for freight heading to the eastern seaboard.
Lacolle / Champlain (QC → Champlain, NY): The primary crossing for Quebec freight heading to the Northeast U.S. Serves Montreal → New York, Boston, and the eastern seaboard. Handles the highest volume of Quebec’s southbound export traffic.
For regular cross-border shippers, the FAST (Free and Secure Trade) program provides expedited border processing. Canadian businesses enrolled in PIP (Partners in Protection) and their U.S. counterparts enrolled in C-TPAT (Customs-Trade Partnership Against Terrorism) qualify for FAST lane access at participating crossings, significantly reducing border wait times. Enrollment requires a security assessment and application process, but for businesses shipping to the U.S. multiple times per week, the time savings are substantial.
Cross-border freight from Canada to the U.S. costs more than equivalent domestic lanes in either country. The premium reflects several additional cost components:
Cross-Border Linehaul Premium: Carrier rates for cross-border lanes include a premium over comparable domestic distances because the border crossing adds transit time, compliance risk, and operational complexity. Expect cross-border rates to be 15–30% higher than a domestic Canadian or domestic U.S. lane of the same distance.
Customs Brokerage Fees: You will typically pay for customs brokerage on both sides of the border - a Canadian export broker (if needed for B13A and export controls) and a U.S. import broker (for CBP entry, duty assessment, and regulatory clearance). Brokerage fees vary by provider and complexity but typically range from $50–$250 per entry for standard commercial shipments.
Duties and Taxes: If your goods do not qualify for USMCA duty-free treatment, U.S. import duties apply based on the HTS code and the goods’ declared value. Duty rates range from 0% to 25%+ depending on the commodity. Additionally, the Merchandise Processing Fee (MPF) applies to most formal entries - 0.3464% of the goods’ value, with a minimum of $31.67 and a maximum of $614.35 per entry (2026 rates).
Customs Bond: A single-entry bond typically costs $50–$100. A continuous annual bond costs $400–$1,000+ depending on the volume and value of your annual U.S. imports. For regular exporters, the continuous bond is the cost-effective option.
Currency Exchange: Freight rates may be quoted in CAD or USD depending on the broker. Duties are assessed in USD. Exchange rate fluctuations between quoting and invoicing can affect total landed cost. Best practice: confirm the currency and exchange rate assumptions at the time of booking.
The most effective ways to reduce cross-border costs are: qualify your goods for USMCA duty-free treatment (eliminates the duty line entirely), provide accurate documentation to avoid reclassification and penalty fees at CBP, choose the right border crossing for your lane to minimize transit time, and work with a broker who handles both Canadian export and U.S. import coordination as a single service.
Get a cross-border freight shipping quote.
Cross-border freight problems almost always originate in documentation, not in the physical shipping itself. Here are the five most common mistakes Canadian exporters make when shipping south:
1. Invoicing in CAD Instead of USD: CBP assesses duties based on the transaction value of the goods. If your commercial invoice is in Canadian dollars, CBP converts to USD at the prevailing exchange rate - which may not be favorable and can differ from the rate your business uses internally. Invoice in USD and declare the exchange rate to avoid discrepancies.
2. Missing or Incorrect USMCA Certificate: Claiming USMCA duty-free treatment without a valid Certificate of Origin, or certifying goods that do not actually meet the rules of origin, triggers CBP audits, duty assessments, penalties, and interest. If you are unsure whether your goods qualify, consult your customs broker before claiming the exemption. Paying the duty is cheaper than paying the duty plus penalties.
3. Not Filing the B13A for Shipments Over $2,000 CAD: The B13A Canadian Export Declaration is required by CBSA for virtually all commercial exports over $2,000 CAD. Failure to file triggers CBSA penalties and can delay or stop the shipment at the border. File through the CAED system before the goods depart.
4. Failing to Submit FDA Prior Notice for Food Products: Every food shipment entering the U.S. requires FDA Prior Notice - even from Canada. The notice must be filed electronically 2 hours before a truck shipment’s arrival at the border. Failure to file results in the shipment being refused entry. This requirement catches first-time food exporters off guard because it does not exist for domestic Canadian shipments.
5. Undervaluing Goods to Reduce Duty: Declaring a lower value on the commercial invoice to reduce duty assessment is a customs violation. CBP actively audits declared values, especially on commodities with high duty rates. Penalties for undervaluation include duty recovery, fines, and in serious cases, seizure of goods. Declare the actual transaction value.
Whether you are an established exporter expanding U.S. distribution or a Canadian business shipping cross-border for the first time, Freightzy handles the freight and the paperwork. We coordinate Canadian export documentation, U.S. customs entry, USMCA certification, and regulatory clearance as part of every cross-border shipment.
Get a cross-border quote or contact our team to discuss your specific lanes, commodities, and compliance requirements.
At minimum, you need a commercial invoice (with goods valued in USD, complete product descriptions, HTS codes, and buyer/seller information), a bill of lading, and a B13A Canadian Export Declaration (required by CBSA for exports over $2,000 CAD). If your goods qualify for duty-free entry under USMCA/CUSMA, include a Certificate of Origin. Depending on your commodity, you may also need export permits (for controlled goods), CFIA phytosanitary or meat inspection certificates (for food and agricultural products), FDA Prior Notice (for all food entering the U.S.), or agency-specific documentation (TSCA for chemicals, CPSC for consumer products, FCC for electronics).
You need a licensed U.S. customs broker to file the CBP entry on the U.S. side for any formal entry (goods valued at $2,500 USD or more). On the Canadian side, a customs broker can file the B13A and handle export controls if required. Many freight brokers - including Freightzy coordinate both the Canadian export broker and the U.S. import broker as part of the cross-border shipping service, so you do not need to manage two separate broker relationships yourself.
Cross-border freight from Canada to the U.S. typically costs 15–30% more than an equivalent domestic lane due to customs brokerage fees (both sides), border transit time, and cross-border carrier premiums. Additional costs include duties (if goods do not qualify for USMCA duty-free treatment), the Merchandise Processing Fee (0.3464% of goods value), and the customs bond ($50–$100 single-entry, $400–$1,000+ continuous annual). The total cost depends on shipment size, mode (LTL, FTL, reefer, intermodal), distance, and commodity. The most accurate way to price your specific lane is to request a cross-border quote with actual shipment details.
Goods that qualify under the United States-Mexico-Canada Agreement (USMCA/CUSMA) can enter the U.S. duty-free. Qualification requires that the goods meet North American rules of origin: they must be wholly produced in North America, or manufactured from inputs that undergo a qualifying tariff shift, or meet the regional value content (RVC) threshold for the commodity. The exporter must certify USMCA qualification on the commercial invoice or a separate Certificate of Origin. Goods that do not qualify for USMCA pay the standard U.S. duty rate for their HTS classification, which ranges from 0% to 25%+ depending on the commodity.
The B13A is the Canadian Export Declaration required by CBSA (Canada Border Services Agency) for all commercial goods exported from Canada with a value exceeding $2,000 CAD. It reports the nature, quantity, value, and destination of the goods to the Canadian government. The B13A must be filed electronically through CBSA’s Canadian Automated Export Declaration (CAED) system before the goods leave Canada. Certain exemptions apply (notably for U.S.-origin goods being returned to the U.S.), but for most Canadian-origin commercial exports, the B13A is mandatory. Failure to file when required results in CBSA penalties.
Transit time depends on the mode, distance, and border crossing. For LTL freight, expect 1–2 additional transit days compared to an equivalent domestic lane for customs processing at the border terminal. For FTL freight, add a few hours to a full day for border crossing depending on the crossing’s congestion and whether the shipment is selected for inspection. FAST-enrolled supply chains typically experience shorter wait times. As a rough guide: Toronto to Detroit (FTL) is same-day or next-day. Toronto to Chicago (FTL) is 1–2 days. Montreal to New York (FTL) is 1–2 days. Vancouver to Seattle (FTL) is same-day or next-day. LTL transit on the same lanes adds 2–4 days for terminal routing.
Yes. Freightzy is headquartered in Guelph, Ontario, and cross-border freight between Canada and the United States is one of our core operational specialties. We coordinate both Canadian export documentation (B13A filing, CFIA certificates where required) and U.S. import entry (CBP filing, HTS classification, duty assessment, customs bond) as a single managed service. We also handle USMCA certification review, FDA Prior Notice for food shipments, and temperature compliance documentation for reefer cross-border freight. You work with one team, not two separate customs brokers.