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Shipping freight to Canada from the United States looks simple on a map. The border is close, trade volumes are enormous - over $718 billion in goods crosses the Canada–U.S. border annually, with approximately 68% moving by truck - and Canada is the United States' second-largest trading partner after China. More than 30,000 trucks cross the border every day.
But in practice, cross-border freight introduces a layer of complexity that domestic shipping does not have. CBSA (Canada Border Services Agency) requires advance electronic information before freight arrives at the border. Customs brokers must file entry documentation and duty assessments. HS codes must be correct or the shipment gets inspected. Canadian GST applies to virtually all imported goods. And for regulated commodities - food, pharmaceuticals, cosmetics, plants, chemicals - additional Canadian government agencies have their own import clearance requirements that run alongside customs.
Small mistakes that might cause a minor delay in domestic shipping can stop a shipment at the Canadian border for hours or days. An incorrect HS code triggers an inspection. A mismatched weight between the commercial invoice and the bill of lading raises a flag. A missing CFIA certificate for food product means the shipment does not clear until the documentation arrives.
This guide explains how shipping freight to Canada works from the U.S. exporter's perspective: the documentation you need, how Canadian customs clearance operates, how CUSMA (the Canada-United States-Mexico Agreement) can eliminate duties, which Canadian regulatory agencies apply to your goods, the shipping modes available, key border crossings, what drives cost, typical transit times, and the most common mistakes that cause delays.
For Canadian businesses shipping TO the United States, see our reverse-direction guide.
The biggest difference between domestic and cross-border freight is not distance - it is compliance. When shipping freight to Canada, the shipment must satisfy both U.S. export regulations and Canadian import regulations. That means accurate paperwork filed electronically before the freight arrives at the border, consistent shipment data across every document (commercial invoice, bill of lading, customs entry), and coordination between the shipper, carrier, customs broker, and CBSA.
Unlike domestic freight, where a documentation error can often be corrected mid-transit with a phone call, cross-border issues typically surface at the border - at which point the shipment is physically held until the discrepancy is resolved. Resolution might take an hour (a quick data correction) or days (if the shipment is flagged for examination or the documentation problem requires new paperwork from the shipper).
The other layer of complexity is Canadian regulatory agencies. CBSA handles customs entry and duty assessment, but additional agencies regulate specific commodity types: CFIA (Canadian Food Inspection Agency) for food and agricultural products, Health Canada for pharmaceuticals and cosmetics, Natural Resources Canada for energy-related products, and the Canadian Nuclear Safety Commission for controlled materials. If your commodity falls under the jurisdiction of any of these agencies, their clearance must be obtained alongside or before CBSA releases the goods.
For U.S. shippers moving freight to Canada regularly, understanding the customs process, documentation requirements, and regulatory landscape upfront is the key to avoiding delays and unexpected costs. The complexity is manageable - but it requires accuracy, not speed.
Most commercial shipments crossing the border into Canada require the following documentation. Missing or inaccurate information on any of these is the leading cause of border delays.
The commercial invoice is the primary document CBSA uses to assess duties and taxes. It must include a complete description of the goods (not just "parts" or "merchandise" - the commodity must be described specifically enough for CBSA to classify it), the quantity and unit value of each item, the total value of the shipment in the currency of the transaction (typically USD), the country of origin for each product, the buyer (importer) and seller (exporter) names and addresses, the terms of sale (Incoterms - FOB, CIF, DDP, etc.), and the Harmonized System (HS) code for each product. Consistency between the commercial invoice and the bill of lading is critical. If the weight, value, or description on the invoice does not match the BOL, CBSA may hold the shipment for examination.
The Canada Customs Invoice is a supplementary document required by CBSA for commercial imports. It contains more detailed information than a standard commercial invoice — including the conditions of sale, a description of each commodity in sufficient detail for tariff classification, the country of origin, and the CUSMA/USMCA certification status if duty-free treatment is being claimed. CBSA publishes the official CCI template (Form CI1) on their website.
The bill of lading is the contract between the shipper and the carrier. It specifies the origin, destination, commodity description, weight, dimensions, freight class, and handling instructions. For cross-border shipments, the BOL must match the commercial invoice in every detail — weight, piece count, and commodity description. Discrepancies between the BOL and the invoice are one of the most common triggers for CBSA examination.
Learn how to generate accurate BOLs with Freightzy.
If your goods qualify for duty-free entry under the Canada-United States-Mexico Agreement (called CUSMA in Canada, USMCA in the United States), a Certificate of Origin must accompany the shipment. This can be a standalone document or a certification statement on the commercial invoice. The certificate declares that the goods meet North American rules of origin — meaning they were wholly produced in North America or manufactured from inputs that meet the agreement's specific tariff shift or regional value content requirements. We cover CUSMA qualification in detail below.
Depending on what you are shipping, additional documentation may be required: CFIA import permits or certificates for food, plants, seeds, and animal products; Health Canada notification for cosmetics or drug products; import permits for controlled goods (military, dual-use technology); and SDS (Safety Data Sheets) for chemicals. These documents are required by the relevant Canadian regulatory agency, not by CBSA directly - but CBSA will not release the goods until the agency confirms clearance.
Understanding the CBSA import process helps you plan timelines and prevent delays. Here is how freight clears Canadian customs.
Before freight physically arrives at the Canadian border, the carrier must transmit Advance Commercial Information (ACI) to CBSA electronically. The ACI eManifest includes shipment details, carrier information, and conveyance data. For truck freight, the ACI must be transmitted at least one hour before the truck arrives at the first Canadian port of entry. If the ACI is not filed or contains errors, the truck may be turned back at the border.
PARS (Pre-Arrival Review System) is the Canadian customs pre-clearance process. The customs broker files the entry documentation with CBSA before the shipment arrives at the border. If CBSA reviews and approves the entry in advance, the truck can cross the border without waiting for clearance at the booth - significantly reducing border dwell time. The PARS number (a barcode label affixed to the shipment) links the physical freight to the electronic entry filed by the broker.
PAPS (Pre-Arrival Processing System) is the U.S. equivalent for southbound freight, but for northbound shipments into Canada, PARS is the relevant system.
The key point for shippers: filing PARS before the truck reaches the border is what enables fast clearance. If the customs broker does not have accurate, complete documentation in time to file PARS, the shipment clears at the border manually - which can add hours or days depending on CBSA workload.
For established importers with a good compliance history, CBSA may grant Release on Minimum Documentation - allowing goods to be released upon arrival with simplified documentation, followed by a detailed accounting within a set period. RMD speeds up the border crossing significantly but requires the importer to have a strong track record and a customs bond in place.
A licensed Canadian customs broker acts as the intermediary between the shipper/importer and CBSA. The broker files the entry documentation, determines the correct HS classification and duty rate, calculates duties and GST, files PARS for pre-clearance, and manages any CBSA queries or examination requests. While the broker handles the clearance process, they rely entirely on the accuracy of the shipment data the shipper provides. Errors in the commercial invoice, incorrect HS codes, or mismatched weights between documents create problems that the broker cannot fix without going back to the shipper - which costs time at the border.
Need help with customs brokerage? Contact Freightzy.
The Canada-United States-Mexico Agreement (CUSMA in Canada, USMCA in the U.S.) provides duty-free entry for goods that meet North American rules of origin. For U.S. exporters shipping to Canada, CUSMA qualification means your goods enter Canada without paying import duties - which can range from 0% to 25%+ depending on the commodity. Canadian GST (5%) still applies regardless of CUSMA status.
Goods qualify for CUSMA duty-free treatment under three primary tests:
Wholly Obtained or Produced: Goods 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.
Tariff Shift: Goods manufactured in North America from non-North American inputs, where the manufacturing process changes the product's tariff classification (HS code) sufficiently to meet CUSMA's product-specific rules.
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.
To claim CUSMA benefits, the exporter must certify on the commercial invoice, the Canada Customs Invoice, or a separate certification document that the goods meet the rules of origin. CBSA accepts the exporter's self-certification but audits claims. If audited and found non-qualifying, the importer owes the duty plus penalties and interest. Maintain records of how your goods qualify (supplier declarations, production records, cost breakdowns) for a minimum of six years.
Important: Even if your goods qualify for CUSMA duty-free, Canadian GST (Goods and Services Tax) of 5% still applies to the value of the imported goods. GST is assessed by CBSA at the time of import and is collected from the importer of record. The GST is recoverable through the importer's regular GST filing (as an input tax credit), but it is a cash-flow consideration that many U.S. shippers do not expect.
Beyond CBSA customs entry, specific Canadian government agencies regulate certain types of imports. If your goods fall under their jurisdiction, their clearance must be obtained before CBSA releases the shipment.
CFIA regulates the import of food, plants, seeds, animal products, fertilizers, and feeds entering Canada. Food products require CFIA import authorization, which may involve permits, certificates, or inspections depending on the commodity. Fresh produce may require phytosanitary certificates from the country of origin. Meat and poultry require USDA inspection certificates. Processed food products must meet Canadian labeling requirements (bilingual English/French labeling, Nutrition Facts in Canadian format). For U.S. food exporters, CFIA compliance is the most commonly underestimated requirement - domestic U.S. labeling does not satisfy Canadian requirements.
For refrigerated food crossing the border, see our cross-border reefer guide.
Health Canada regulates the import of pharmaceuticals (including natural health products), medical devices, and cosmetics. Drug products require a Drug Identification Number (DIN) or Natural Product Number (NPN) before importation. Medical devices must be licensed under Health Canada's Medical Device Regulations. Cosmetics require notification to Health Canada's Cosmetic Notification System and must meet the Cosmetic Regulations for ingredient disclosure and labeling. For U.S. cosmetics brands expanding into Canada, Health Canada's cosmetic regulations are more prescriptive than FDA's - particularly around ingredient disclosure and bilingual labeling.
Learn about reefer LTL for cosmetics.
Natural Resources Canada regulates energy efficiency standards for imported appliances and equipment. The Canadian Nuclear Safety Commission regulates nuclear and radiological materials. Transport Canada regulates motor vehicle safety standards for imported vehicles and parts. Each agency has its own import permit or clearance process that runs parallel to CBSA customs entry.
There is no single best way to ship freight to Canada. The right mode depends on shipment size, urgency, cost sensitivity, and commodity type.
Less-than-truckload (LTL) shipping is the most common mode for cross-border freight shipments of 1–10 pallets. Your freight shares trailer space with other shippers, and you pay only for the pallet positions your shipment occupies. Cross-border LTL routes through the carrier's terminal network, with customs clearance typically occurring at the border terminal. Transit time adds 1–2 business days compared to equivalent domestic lanes for customs processing. Accurate weight, dimensions, freight class, and documentation are especially important for cross-border LTL because errors compound through multiple handling points.
Full Truckload is typically faster and more predictable for cross-border freight because the trailer moves directly from origin to destination with the driver crossing the border. Fewer handling points mean fewer opportunities for documentation to get separated from the freight. For larger shipments or time-sensitive freight, FTL simplifies the cross-border process - provided all documentation is correct before pickup. The truck clears customs as a single sealed unit.
Read our complete FTL guide.
Temperature-controlled freight crossing the border into Canada adds a layer: temperature compliance records must accompany the shipment through customs, CFIA requires additional documentation for food products, and border inspection delays can compromise
cold chain integrity if the trailer is opened in warm conditions. Freightzy's reefer LTL and FTL programs handle cross-border refrigerated freight with continuous cold chain monitoring and CFIA/CBSA documentation as part of the service.
Learn more with our Cross-border reefer shipping guide.
Rail-truck intermodal is available on high-volume cross-border corridors, particularly the Detroit–Toronto, Chicago–Toronto, and Seattle–Vancouver lanes. Intermodal containers remain sealed through customs, which can expedite border processing. Intermodal is typically 15–30% cheaper than OTR trucking on lanes over 500 miles, with a transit time trade-off of 1–3 additional days. For cost-sensitive, non-time-critical freight to Canada, intermodal is worth evaluating.
Read more at our What is Intermodal shipping article.
When transit time matters more than cost - production-critical parts, retail replenishment deadlines, pharmaceutical urgency - expedited freight provides dedicated, direct transit on a compressed timeline. Cross-border expedited requires pre-clearance coordination with the customs broker to ensure documentation is filed before the truck arrives at the border, because waiting for clearance at the booth defeats the purpose of expediting.
The border crossing your freight uses affects transit time, congestion risk, and clearance speed. Here are the highest-volume freight crossings for southbound-to-Canada freight, with the lanes they serve:
Ambassador Bridge (Detroit, MI → Windsor, ON): The busiest commercial crossing in North America. Primary route for U.S. Midwest freight heading to Ontario. Over 8,000 trucks per day. Peak congestion during morning hours. The Gordie Howe International Bridge is expected to add capacity on this corridor upon opening.
Blue Water Bridge (Port Huron, MI → Sarnia, ON): Second-busiest Michigan crossing. Alternative to Ambassador Bridge, especially for freight heading to Western Ontario (London, Kitchener-Waterloo, Guelph). Often less congested during peak hours.
Thousand Islands Bridge (Alexandria Bay, NY → Lansdowne, ON): Serves the Northeast U.S. → Eastern Ontario corridor. Key route for freight from New York, New England, and the Mid-Atlantic heading to Toronto, Ottawa, and Eastern Ontario.
Lacolle / Champlain (Champlain, NY → Lacolle, QC): The primary crossing for U.S. freight heading to Montreal and Quebec. Handles the highest volume of Quebec-bound import traffic.
Pacific Highway (Blaine, WA → Surrey, BC): Primary crossing for the Pacific Northwest → British Columbia corridor. Serves freight from Seattle, Portland, and the West Coast heading to Vancouver and Western Canada.
For regular cross-border shippers, the FAST (Free and Secure Trade) program provides expedited border processing. U.S. businesses enrolled in C-TPAT (Customs-Trade Partnership Against Terrorism) and Canadian importers enrolled in PIP (Partners in Protection) qualify for FAST lane access at participating crossings, significantly reducing border wait times.
The cost of shipping freight to Canada includes all the standard domestic freight cost factors - distance, weight, density, freight class, mode, accessorials - plus several cross-border-specific components:
Cross-Border Linehaul Premium: Carrier rates for cross-border lanes include a premium over comparable domestic distances, reflecting the additional transit time, compliance risk, and operational complexity of border crossing. Expect cross-border rates to be 15–30% higher than a domestic lane of the same distance.
Customs Brokerage Fees: A Canadian customs broker charges per entry for filing the customs documentation, classifying the goods, calculating duties and GST, and managing CBSA queries. Standard brokerage fees range from $50–$250 per entry for routine commercial shipments, with higher fees for complex entries involving multiple commodity classifications, regulated goods, or examination management.
Duties: If your goods do not qualify for CUSMA duty-free treatment, Canadian import duties apply based on the HS code and the goods' declared value. Duty rates range from 0% to 25%+ depending on commodity. Verify your goods' duty rate using the Canada Border Services Agency's Customs Tariff before shipping.
Canadian GST (5%): The Goods and Services Tax applies to virtually all goods imported into Canada, assessed on the value of the goods plus duty plus freight cost to the Canadian border. GST is collected by CBSA from the importer of record at the time of import. The importer can recover GST through their regular tax filing as an input tax credit, but the upfront cash outflow surprises many U.S. shippers who are not expecting it.
Customs Bond: The Canadian importer typically needs a customs bond to guarantee payment of duties and taxes. Bond costs vary by volume and import value.
Currency Exchange: Freight rates may be quoted in USD or CAD depending on the carrier and broker. Duties and GST are assessed in CAD. Exchange rate fluctuations between quoting and invoicing can affect total landed cost.
Accessorials: Liftgate, residential delivery, limited access, appointment scheduling, and inside delivery fees apply to Canadian deliveries the same way they apply domestically - but shippers sometimes forget to declare accessorials on cross-border shipments because they are focused on the customs side.
Learn about LTL accessorial charges.
You can receive an estimated freight class by using the Freightzy class density calculator.
Read our cubic capacity guide and check your capacity risk with our cubic capacity calculator before booking.
Transit times for freight shipping to Canada vary by mode, distance, and border crossing, but border clearance is the variable that makes cross-border transit less predictable than domestic.
As a rough guide for common lanes:
Detroit → Toronto (FTL): Same day or next day
Detroit → Toronto (LTL): 2–4 business days
Chicago → Toronto (FTL): 1–2 days
Chicago → Toronto (LTL): 3–5 business days
New York → Montreal (FTL): 1–2 days
New York → Montreal (LTL): 3–5 business days
Seattle → Vancouver (FTL): Same day or next day
Seattle → Vancouver (LTL): 2–4 business days
Los Angeles → Toronto (FTL): 4–5 days
Los Angeles → Toronto (LTL): 6–8 business days
Add 1–2 business days for customs processing on LTL (because LTL freight routes through carrier terminals where customs clearance happens at the border terminal, not in real time at the crossing). FTL crosses the border with the driver, so customs processing happens at the booth and is typically faster - but can still add hours if the shipment is selected for examination.
Buffer time is essential. Plan for the possibility that your shipment may be examined, documentation may require correction, or the border crossing may be congested due to seasonal traffic or inspections. Shipping one to two days earlier than the minimum transit time suggests is the most reliable way to meet Canadian delivery deadlines.
Most border delays are not random. They are caused by preventable documentation and data errors. Here are the most common:
1. Inconsistent data between the commercial invoice and the BOL. If the weight on the invoice says 3,500 lbs and the BOL says 3,800 lbs, CBSA flags the discrepancy. If the commodity description on the invoice says "auto parts" and the BOL says "hardware," that is another flag. Ensure every document matches exactly - weight, piece count, commodity description, shipper/consignee details.
2. Incorrect or missing HS codes. The Harmonized System code determines the duty rate and whether the commodity requires clearance from a regulatory agency (CFIA, Health Canada). An incorrect HS code can result in the wrong duty being assessed (overpayment or underpayment, both problematic), the shipment being flagged for commodity examination, or the goods being held pending agency clearance that was not anticipated.
3. Missing CUSMA/USMCA Certificate of Origin. If you intend to claim duty-free entry but do not include the Certificate of Origin, CBSA assesses duties at the full rate. The importer can file a correction later to recover the duties, but the process takes weeks or months and ties up cash.
4. Incomplete commercial invoice. A commercial invoice that says "miscellaneous goods" or "samples" without specific commodity descriptions, values, and HS codes will be held for examination. CBSA requires sufficient detail to classify and value every item in the shipment.
5. Not filing PARS in advance. When the customs broker does not have accurate documentation in time to file PARS before the truck reaches the border, the shipment clears manually at the booth - adding hours or potentially an entire day to the transit. For LTL freight, this can cascade into missed terminal connections.
6. Forgetting CFIA requirements for food products. U.S. food exporters shipping to Canada for the first time are frequently surprised that CFIA requires import authorization, commodity-specific permits, and bilingual labeling compliance that domestic U.S. shipments do not require. Missing CFIA documentation means the food shipment does not clear until the issue is resolved - and for perishable product, a delay of even one day can mean the shipment is refused by the receiver.
7. Not accounting for Canadian GST. Many U.S. shippers quote "landed cost" to their Canadian customers without including the 5% GST that CBSA assesses on import. When the importer is surprised by a GST bill they were not expecting, it creates a commercial dispute that has nothing to do with the freight - but everything to do with the shipper's cost communication.
Shipping freight to Canada does not have to be complicated - but it does need to be managed with accuracy. Here is what happens when you ship with Freightzy:
Freightzy manages cross-border shipments end-to-end, ensuring that shipment data, documentation, and carrier coordination are aligned before pickup. We verify that the commercial invoice, BOL, and customs entry data are consistent. We coordinate with the customs broker to file PARS before the truck reaches the border. And we build border buffer time into the transit plan so customs processing does not create downstream delivery failures. The focus is on preventing border issues, not reacting to them after the truck is already waiting at the crossing.
We automatically generate your Bill of Lading with accurate weight, dimensions, freight class, and commodity description. You provide the driver with the BOL and a copy of the commercial invoice. For CUSMA-qualifying shipments, we ensure the Certificate of Origin is included in the documentation package. By integrating shipment data with documentation workflows, Freightzy reduces the manual-entry errors that cause most border delays.
Learn how Freightzy generates BOLs.
For temperature-controlled freight heading to Canada - food, pharmaceuticals, cosmetics, floral - Freightzy coordinates CFIA documentation, temperature compliance records through customs, and continuous cold chain monitoring as part of the cross-border shipping service. We handle both the customs side and the cold chain side as a single managed program.
You can track your shipment in real time from pickup to delivery through your Freightzy portal or Public Tracking Page.
Freight invoices are audited before they reach the shipper, catching duplicate charges, incorrect accessorials, and billing discrepancies. Cross-border invoices are more complex than domestic (customs brokerage fees, duty assessments, GST, currency conversion) - and more prone to errors. Invoice auditing reduces surprises and simplifies reconciliation.
For low-volume shippers sending occasional shipments to Canada, handling cross-border freight manually may be manageable. But as shipment frequency increases, the complexity multiplies — more entries, more documentation, more broker coordination, more opportunities for errors that delay freight and add cost.
Managed freight solutions are particularly valuable for LTL-heavy operations (where every shipment generates its own customs entry), companies shipping weekly or daily to Canada, teams without dedicated logistics or compliance staff, businesses expanding into new Canadian markets for the first time, shippers of regulated commodities (food, pharma, cosmetics) that require agency clearance alongside customs, and any operation where border delays directly impact customer delivery commitments.
Learn about Freightzy Extend for growing logistics teams.
At Freightzy we simplify cross-border shipping by handling the complexities and providing you with the tools and support you need.
Ready to experience stress-free shipping?
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At minimum, you need a commercial invoice (with detailed commodity descriptions, values, HS codes, and buyer/seller information), a Canada Customs Invoice (Form CI1, with additional detail for CBSA classification), and a bill of lading. If your goods qualify for CUSMA/USMCA duty-free treatment, include a Certificate of Origin.
For regulated commodities, additional documents may be required: CFIA permits or certificates for food and agricultural products, Health Canada notification for cosmetics or pharmaceuticals, Safety Data Sheets for chemicals, and import permits for controlled goods. All documents must be consistent with each other - matching weights, descriptions, values, and shipper/consignee details.
Yes, for most commercial shipments. A licensed Canadian customs broker files the entry documentation with CBSA, classifies goods under the correct HS codes, calculates duties and GST, files PARS for pre-arrival clearance, and manages any CBSA queries or examination requests. While you can technically self-clear through CBSA for informal entries (goods under $2,500 CAD), commercial freight shipments virtually always use a customs broker. Freightzy coordinates customs brokerage as part of our cross-border shipping service.
The total cost includes the linehaul freight rate (typically 15–30% higher than a comparable domestic lane), customs brokerage fees ($50–$250 per entry), import duties (0–25%+ depending on HS code and CUSMA qualification), Canadian GST (5% of goods value plus duty plus freight cost to the border), customs bond costs, and any applicable accessorials (liftgate, residential, limited access, appointment). The most accurate way to price a specific lane is to request a cross-border quote with actual shipment details, commodity description, and delivery requirements.
Goods that qualify under CUSMA (Canada-United States-Mexico Agreement) can enter Canada duty-free. Qualification requires that the goods meet North American rules of origin: wholly produced in North America, or manufactured from inputs that undergo a qualifying tariff shift, or meeting the regional value content threshold for the commodity. The exporter must certify CUSMA qualification on the commercial invoice or a separate Certificate of Origin. Goods that do not qualify for CUSMA pay the standard Canadian duty rate for their HS classification. Important: even duty-free goods are subject to Canadian GST (5%) at the time of import.
PARS (Pre-Arrival Review System) is the Canadian customs pre-clearance process. Your customs broker files the entry documentation with CBSA electronically before the truck arrives at the border. If CBSA reviews and approves the entry in advance, the truck can cross with minimal wait time. If PARS is not filed or contains errors, the shipment clears manually at the border booth - adding hours or potentially a full day to transit. For time-sensitive freight, filing PARS correctly and on time is the single most impactful factor in border transit speed.
Transit time depends on mode, distance, and border processing. FTL freight on short cross-border lanes (Detroit–Toronto, Seattle–Vancouver) can deliver same-day or next-day. LTL freight on the same lanes typically takes 2–4 business days due to terminal routing and customs clearance at the border terminal. Longer lanes (Los Angeles–Toronto) take 4–5 days FTL and 6–8 days LTL. Add 1–2 buffer days for the possibility of examination, documentation corrections, or border congestion. Shipping earlier than the minimum transit time suggests is the most reliable way to meet Canadian delivery deadlines.
Yes. Freightzy coordinates cross-border freight to Canada end-to-end — including customs broker coordination, PARS filing, CUSMA certification, CFIA documentation for food products, carrier verification for border-crossing authorization, and real-time tracking from pickup through Canadian delivery. We are headquartered in Guelph, Ontario, and cross-border freight between the United States and Canada is one of our core operational specialties.
