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Air Pre-arrival and Reporting Requirements
Memorandum D3-2-1

Note to reader

Canada Border Services Agency is currently reviewing this D-memo. It will be updated in the context of the CBSA Assessment Revenue Management (CARM) initiative and made available to stakeholders as soon as possible. Find out about CARM.

ISSN 2369-2391

Ottawa,

This document is also available in PDF (806 KB) [help with PDF files]

In Brief

This memorandum has been revised to:

  1. Reflect updates and additions to the Definitions section.
  2. Update the flying trucks and in-transit shipments information.
  3. Move the transmitting accurate data and re-manifest sections to Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

This memorandum outlines and explains specific Canada Border Services Agency (CBSA) requirements and administrative policies regarding the reporting and procedures for the advance notification, use and control of aircraft in international commercial services.

For information on the Customs Self-Assessment (CSA) Program policies, guidelines and procedures, refer to Memorandum D23-2-1, Customs Self-Assessment Program for Carriers. For information about freight forwarder transmitting and reporting processes, refer to Memorandum D3-3-1, Forwarder Pre-arrival and Reporting Requirements. For information about the reporting and transportation of goods being exported from Canada, refer to Memorandum D3-1-8, Cargo – Export Movements.

For information on the release of commercial goods, refer to Memorandum D17-1-4, Release of Commercial Goods. The Other Government Departments (OGD) requirements can be found throughout the D19 Memoranda series.

For information on the procedures pertaining to the non-commercial operations of private and corporate aircraft are explained in Memorandum D2-1-1, Temporary Importation of Baggage and Conveyances by Non-residents. For reporting requirements for passengers and crew on board commercial aircraft, refer to Memorandum D2-5-6, Aircrew Reporting and Memorandum D2-5-11, Guidelines for Commercial Air Carriers for the Processing of Prescribed Traveller Information.

Guidelines and General Information

Definition

1. The following definitions apply to this memorandum:

Administrative Monetary Penalty System (AMPS)
A system whereby the Canada Border Services Agency (CBSA) issues monetary penalties to commercial clients for violating the CBSA’s trade and border legislation. The purpose of AMPS is to provide the Agency with a means to deter non-compliance by its clients and to ensure a consistent application of legislation and border regulation.
Advance Commercial Information (ACI)
A set of prescribed electronically transmitted pre-arrival cargo and conveyance data elements sent to the CBSA within prescribed timeframes, for the purpose of facilitating the process of commercial goods and risk assessing threats to health, safety and security prior to the arrival of the shipment in Canada.
Airport of Entry (AOE)
Designations indicate airports that have been authorized by the CBSA for the arrival and departure of international flights. The AOE designation refers only to the CBSA’s reporting requirements and does not apply to the airport’s physical facilities or operational capabilities.
Cargo (Fret)
A term used to describe a collection of goods or shipment. It consists of a grouping of related goods. The cargo is detailed on a bill of lading, air waybill, the manifest and/or a cargo control document.
Cargo Carrier (Transporteur de fret)
Is the carrier that causes goods to be transported into Canada by the Conveyance Operating Carrier.
Cargo Control Document (CCD)
A manifest or other control document that acts as the record of a shipment entering or exiting Canada, or moving within Canada e.g. air waybill, A8A(B), In Bond - Cargo Control Document.
Cargo Control Number (CCN)
The cargo control number is a number assigned to a transport document. It uniquely identifies cargo detailed on a cargo submission. The cargo control number consists of the carrier code followed by a unique reference number assigned by the carrier/representative and cannot contain spaces. 1st 4 characters = CBSA approved carrier code.
Carrier
A carrier is a person involved in an international commercial transportation who reports cargo to the CBSA and/or operates a conveyance to transport specified goods to or from Canada.
Carrier code
As stated in the Customs Act, means the unique identification number issued by the Minister either under subsection 12.1(4) or before the coming into force of that subsection. It is a unique identifier of carriers for CBSA purposes.
Client
Anyone who:
  • (a) Sends to the CBSA a collection of information; or
  • (b) Receives notices from the CBSA
Commercial Goods (Marchandises commerciales)
Goods that are or will be imported for sale or for any industrial, occupational, commercial, institutional or other similar use.
Consignee
The definition of consignee is to be understood as follows given the applicable context:
  • (a) The consignee definition to be used by carriers when transmitting electronic pre-arrival data: the name and address of the party to which the cargo/goods are being shipped as shown on the carrier’s contract of carriage (For example: bill of lading, air waybill, or other shipping document).
  • (b) The consignee definition used with respect to freight forwarders who are providing the CBSA with detailed information pertaining to a consolidated shipment is: the name and address of the party to which the cargo/goods are being shipped as shown on carrier’s contract of carriage (For example: bill of lading, air waybill, or other shipping document).
  • (c) The consignee definition used with respect to freight forwarders who are providing the CBSA with detailed information pertaining to a deconsolidated shipment will be: the name and address of the party to which the goods are being shipped as shown on the commercial sales contract (For example: commercial invoice, bill of sale, or other sales contract).

Note: The freight forwarder is limited to the information they have on hand at the time of the transmission. The consignee may change the information more than one time throughout a voyage to Canada. The freight forwarder will provide updates to the transmission as they receive updated information.

Example: For business or legal reasons, goods are consigned to a bank (foreign or Canadian domestic) or "to order" of a bank. In this case, the consignee field of the house bill transmitted by the freight forwarder will reflect the party to whom the goods are legally consigned at the time of transmission (the bank). If the goods are sold while on route, and/or if the bank chooses to endorse the goods to a third party (as per the "to order") or if the consignee information otherwise changes; the freight forwarder will submit an electronic update to the house bill data as soon as they become aware of the change, updating the consignee field.

Consolidation
A number of separate shipments grouped together by a consolidator or freight forwarder and shipped to an agent or a freight forwarder as one shipment under one bill of lading and reported to the CBSA on one cargo control document (CCD). A single shipment with the involvement of a freight forwarder AKA a “BACK to BACK” is considered a consolidation.
Conveyance
Any vehicle, aircraft or water-borne craft or any other contrivance that is used to move persons or goods.
Conveyance Arrival Certification Message (CACM) (Message d’attestation de l’arrivée du moyen de transport (MAAMT)
An electronic notification that carriers transporting specified goods must transmit to the CBSA at their First Port of Arrival (FPOA) using Electronic Data Interchange (EDI).
Conveyance Operating Carrier (COC)
The carrier company operating the conveyance transporting goods to Canada. This is true whether the carrier company owns the conveyance outright, leases the conveyance, or whether any type of security interest is registered on the conveyance.
Conveyance Reference Number (CRN)
A unique reference number given by the Conveyance Operating Carrier (COC) to the CBSA to a certain journey or departure of a means of transport.
Courier Low Value Shipment (CLVS)
Goods being imported under the Courier Low Value Shipment (CLVS) Program by an approved courier. CLVS goods are exempt from the eManifest process.
Customs Self-Assessment (CSA)
A Program designed to simplify import border requirements for low-risk, pre-approved importers, carriers and registered drivers.
Diversion
The rerouting of a shipment, before arrival at the destination CBSA office or sufferance warehouse or break-bulk facility indicated on the cargo transmission or control document, to a different CBSA destination point.
Electronic Commerce Client Requirements Document (ECCRD)
A document that provides comprehensive information about business and system requirements of various electronic transactions for multiple import and export programs.
Electronic Data Interchange (EDI)
A method to electronically transmit import or export data and accounting documents to the CBSA.
eManifest
A commercial function in which all carriers and freight forwarders transmit Advance Commercial Information (ACI) about their shipments electronically to the CBSA.
First Port of Arrival (FPOA)
The first Canadian airport at which the aircraft lands for any reason including but not limited to the loading and/or discharging of cargo, safety inspections, crew changes, diversions, etc.
Flying Trucks
Air cargo that physically arrives in Canada on a highway conveyance, and moves on the bonded air carrier’s waybill.
Freight Forwarder
A person who, on behalf of one or more owners, importers, shippers or consignees of goods, causes specified goods to be transported by one or more carriers.
Freight Remaining on Board (FROB)
Cargo on a conveyance that is not being discharged at a Canadian airport but remains on board the aircraft for furtherance to its ultimate destination outside of Canada.
Hand-Carried Goods
Goods that will be released after they have been accounted for and all duties with respect to them have been paid under subsection 32(1) of the Customs Act if:
  • (a) The goods are or will be in the actual possession of a person arriving in Canada; or
  • (b) The goods form or will form part of a person’s baggage and the person and the baggage arrive or will arrive in Canada on board the same conveyance.
High Value Shipment (HVS)
A commercial good that is valued over the low value shipment (LVS) threshold.
House Bill
A cargo control document submitted by a freight forwarder for shipments that have, or will be, deconsolidated from another cargo control document (CCD).
In-transit
The movement of foreign goods through Canadian territory from a point outside Canada to another foreign point. This includes transshipment of goods arriving by air in Canada and transferring to another aircraft departing Canada.
Low Value Shipment (LVS)
Commercial goods, other than CLVS goods, with a value for duty not exceeding the threshold. LVS goods are not exempt from the eManifest process. See “Courier Low Value Shipment” definition is this section.
Other Government Departments (OGD)
Federal Departments or Agencies such as: Canadian Food Inspection Agency (CFIA) or Department of Global Affairs Canada (GAC).
Overage
Any excess in the number of pieces transmitted in the same shipment and found by the carrier or freight forwarder post arrival.
Port of Report
The port where air cargo physically arrives in Canada at the First Port Of Arrival (FPOA), where the conveyance, specified goods, and/or persons are expected to arrive in Canada.
Record
Any material on which data are recorded or marked and which is capable of being read or understood by a person or a computer system or other device.
Release Notification System (RNS)
A system message sent to the client regarding the status of cargo.
Re-manifest
A new cargo control document (CCD), with a new cargo control number (CCN), which is presented to change a CCD that had previously been submitted to the CBSA. Re-manifests are generally presented to change the destination office or carrier code.
Shipment
  • (a) A shipment for which a carrier is responsible is one that consists of:
    1. a specified good or collection of specified goods that is listed in a single bill of lading, waybill or other similar document that is issued by the carrier and that relates to the carriage of those goods; or
    2. a specified good that is an empty cargo container that is not for sale that is transported by the carrier but that is not listed in a bill of lading, waybill or other similar document; and
  • (b) A shipment for which a freight forwarder is responsible is one that consists of a specified good or collection of specified goods that is listed in a single bill of lading, waybill or other similar document that is issued by the freight forwarder and that relates to the carriage of those goods.
Shipper/Consignor
Name and address of the person shipping the goods as stipulated on the contract of carriage (e.g. bill of lading, air waybill, commercial invoice, other shipping document or sales contract, etc.).
Shortage
Where pre-arrival data was transmitted and a quantity of goods was initially reported upon arrival at First Point Of Arrival (FPOA), and subsequently the number of pieces found, by the carrier, is less than the number of pieces reported to the CBSA pre-arrival and upon arrival.
Specified Goods (under the Reporting of Imported Goods Regulations)
Commercial goods, goods that are or will be imported to Canada for a fee or empty cargo containers that are not for sale but does not include:
  • (a) goods that will be released after they have been accounted for and all duties with respect to them have been paid under subsection 32(1) of the Customs Act if:
    1. the goods are or will be in the actual possession of a person arriving in Canada, or
    2. the goods form or will form part of a person’s baggage and the person and the baggage arrive or will arrive in Canada on board the same conveyance;
  • (b) mail;
  • (c) commercial goods that are used in a repair that is made outside Canada to a conveyance that was built in Canada or in respect of which duties have been paid, if the repair is made as a result of an unforeseen contingency that occurs outside Canada and is necessary to ensure the conveyance’s safe return to Canada;
  • (d) a military conveyance within the meaning of subsection 18(1) of the Canadian Transportation Accident Investigation and Safety Board Act or goods that are transported on board that conveyance;
  • (e) an emergency conveyance or goods that are transported on board that conveyance; or
  • (f) a conveyance that returns to Canada immediately after being denied entry to the United States or goods that are transported on board that conveyance.
Split Shipment (Expédition fractionnée)
Portions of one shipment covered by one air waybill that entered the country at different times.
Supplementary Cargo Data (SCD) (Données supplémentaires sur le fret (DSF))
A document submitted by a freight forwarder for shipments that have, or will be deconsolidated from an air or marine cargo control document for freight remaining on board (FROB) shipments only.
Supplementary Reference Number (SRN) (Numéro de référence supplémentaire (NRS))
Reference number assigned by the freight forwarder to identify the supplementary cargo data transmission.
Warehouse Arrival Certification Message (WACM) (Message d’attestation d’arrivée aux entrepôts d’attente (MAAEA))
An electronic message sent by warehouse operators to the CBSA to report that an unreleased cargo has arrived and that they accepted liability.

General Information

2. The Customs Act, the Reporting of Imported Goods Regulations and the Transportation of Goods Regulations, establish the time, manner and who is required to send pre-arrival data pertaining to commercial cargo (for import, in-transit, and freight remaining on board (FROB)) and conveyances entering or moving in-transit through Canada.

3. The receipt of pre-arrival cargo and conveyance data enables the Canada Border Services Agency (CBSA) to:
(a) effectively manage high risk goods and identify threats to health, safety, and security prior to the arrival of cargo and conveyances in Canada;
(b) allow low risk goods a more efficient, streamlined process at the border; and,
(c) control the movement of in bond goods.

4. Except as otherwise prescribed in the Reporting of Imported Goods Regulations and the Transportation of Goods Regulations, all goods imported, moving in-transit through Canada or FROB must be reported to the CBSA at the First Port Of Arrival (FPOA) in Canada, even when exempt from the requirement to provide Advance Commercial Information (ACI). The requirement to report goods to the CBSA is effected electronically, orally or in writing, in the prescribed manner as described in the Reporting of Imported Goods Regulations.

5. International commercial transportation means any transportation resulting in, or intended to result in, the carriage of persons or goods for hire or reward, or any transportation of persons or goods by or on behalf of an enterprise engaged in an activity of financial return, where the persons or goods are conveyed:

  1. from outside Canada to a place inside Canada
  2. from a place inside Canada to a place outside Canada; or
  3. from a place outside Canada in-transit through Canada to another place outside Canada.

In General - Air Cargo Reporting Requirement

6. All information on air cargo shipments (including Company owned materials (COMAT goods)) entering or transiting (including FROB shipments) Canada must be provided electronically in accordance with the ACI notification guidelines, procedures and timeframes outlined in this memorandum.

Authorized Airport of Entry

7. All air cargo imported into Canada must enter the country via an authorized Airport of Entry (AOE) designated to have commercial services. In addition, in bond goods may only be transported between airports that provide commercial services for the handling and/or clearance of the in bond goods. For a list of services available at each CBSA Offices, refer to the Directory of CBSA Offices and Services.

Air Cargo at Airports without Commercial Services

8. Goods may be manifested to an airport that does not normally handle commercial shipments provided the delivering carrier has made arrangements, approved by the officer of the CBSA office involved, to have the cargo delivered into a sufferance warehouse for CBSA clearance.

9. In an emergency situation, commercial services may be provided at a non-commercial port. The requirements of the Canadian Transportation Agency (CTA) must be adhered to and special service or cost recovery charges may apply. Airports that provide commercial services are identified in the Directory of CBSA Offices and Services. Airports that provide commercial services are identified in the directory of CBSA offices. Information on special service fees can be found in Memorandum D1-2-1, Special Services.

Liability

10. For information on the carrier’s liability pertaining to pre-arrival information, refer to Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

Record Keeping

11. In addition to records required to be maintained for other CBSA programs, every person who transports or causes goods to be transported into Canada or transports or causes to be transported within Canada goods that have been imported but have not been released is required, under the Transportation of Goods Regulations, to keep records of the electronic data that has been transmitted to the CBSA and any acknowledgment of receipt of that data received from the CBSA. The records that must be kept include all source documents, in paper and/or electronically format, specifically related to the individual data elements transmitted and information reported at time of arrival.

12. For the CBSA purposes, records by means of which the person gives the Agency information under subsection 12.1(1) of the Customs Act related to the conveyance, cargo transmission and report upon arrival must be kept for a period of three complete calendar years plus the current year during which the conveyance/cargo transmission and report were transmitted and information reported at time of arrival.

Monitoring

13. In addition to all other monitoring and verification activities, the CBSA will perform periodic monitoring of the records kept by carriers related to electronic conveyance and cargo information. The monitoring will confirm whether the conveyance and cargo data were submitted in a timely manner and that information transmitted pre-arrival is true, accurate and complete and corresponds to the information contained on the source documents on file. This would include the use of exceptions/exemption codes.

Carrier Identification Requirements

14. Any carrier transporting or causing specified goods to be transported into Canada must have a CBSA assigned carrier code. In the air mode, a CBSA assigned carrier code is a three character alpha and/or numeric code followed by a hyphen.

15. The CBSA carrier code forms the prefix of the Cargo Control Number (CCN).

16. For the purpose of identifying carriers, a bonded or non-bonded CBSA carrier code will be assigned to a company upon authorization. This carrier code number must be shown on all cargo control documents presented or transmitted to the CBSA.

17. For information pertaining to carrier code requirements and how to obtain a carrier code, refer to Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

Security Requirements

18. A carrier desiring to become bonded under general authorization must complete an application and file security in a format as outlined in CBSA forms. To become bonded, a carrier security must be filed in accordance with Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

Cargo and Conveyance Transmission Timeframes

19. Carriers (or an authorized third-party service provider acting on the carrier’s behalf), are required to prepare and transmit the required cargo, and conveyance information within the timeframes specified in the Reporting of Imported Goods Regulations.

20. In the air mode, the conveyance and cargo information for specified goods must be received, as outlined in the Reporting of Imported Goods Regulations, at least four hours prior to the aircraft’s arrival at the FPOA airport in Canada, if the duration of the flight is more than four hours or, if the duration of the flight is less than four hours, before the aircraft’s time of departure.

21. A Conveyance Arrival Certification Message (CACM) must also be received after the aircraft is cleared by NAVCAN to land at an airport of arrival, as defined in the regulations, upon arrival in Canada. The CACM must be transmitted in addition to information and requirements listed in paragraph 20 above.

22. For exemptions from cargo and conveyance requirements, refer to paragraph 112 of this document.

23. Cargo and conveyance data may be transmitted up to 30 days in advance. The CBSA encourages clients to transmit pre-arrival data as early as possible.

Cargo Control Number and Conveyance Reference Number Reuse Timeframes

24. CCNs and CRNs for the following pre-arrival reports can be reused after one year:

  1. air primary cargo reports;
  2. air split shipment reports;
  3. air conveyance reports.

25. CCNs (or transportation document numbers) or CRNs used for Customs Self-Assessment (CSA) purposes in all modes will continue to be subject to the CBSA’s requirement that they remain unique and cannot be reused for three years starting January 1st of the year following its initial use. For additional information on the CSA program, see Memorandum D23-2-1, Customs Self-Assessment Program for Carriers.

26. A CCN or CRN that is attached to a transaction number that has an outstanding related request associated to it should not be reused until all CBSA processing related to the transaction is completed.

Electronic Communications with the CBSA

27. Carriers must transmit data using the CBSA’s electronic data interchange (EDI) systems. Before initiating the application process (outlined below), carriers/freight forwarders must have a valid CBSA assigned carrier code as per section 12.1 of the Customs Act.

Application to Transmit Electronic Data to the CBSA

28. Carriers using EDI are required to complete an application form and submit it to the Technical Commercial Client Unit (TCCU).

29. EDI clients may choose to transmit their own data to the CBSA or they may choose to use a service provider. For more information on how to apply, to participate in EDI, methods of electronic communication and general information on EDI, go to the CBSA external website.

30. For all enquiries related to any problems with electronic transmission of data and the related application process, or to obtain a copy of Chapter 2: Advance Commercial Information (ACI) Air (ECCRD), contact the TCCU at:

Technical Commercial Client Unit
Canada Border Services Agency
355 North River Road, 6th floor, Tower B
Ottawa ON K1A 0L8

Phone: 1-888-957-7224
Option 1 for EDI transactions
Option 2 for technical Portal assistance (calls within Canada and the United States)
Email: tccu-ustcc@cbsa-asfc.gc.ca

Data Transmission Guidelines

31. Commercial carriers should note that providing pre-arrival data does not replace the requirement to provide Advance Passenger Information/Passenger Name Record (API/PNR) data.

Primary Cargo Data

32. The primary cargo data must be electronically transmitted to the CBSA by the carrier or a service provider authorized by that carrier to transmit on their behalf, within the prescribed timeframes as specified in the Reporting of Imported Goods Regulations. An air cargo transmission is mandatory for all import, in-transit, and FROB cargo.

33. For consolidated shipments, the Supplementary Data Required Indicator must be used to indicate that supplementary/house bill data are forthcoming.

34. Exceptions to this requirement are listed in paragraphs 111 to 113 of this memorandum.

35. A complete list of the information that an air carrier must include in the primary cargo transmission can be found in Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Sub-Location Codes

36. Sub-location codes are data elements that carriers and freight forwarders must include on all cargo control documents for import and in-transit shipments.

37. The sub-location code is a four-digit identification number that identifies the location of goods (i.e. sufferance warehouse) where the goods are destined or will be destined in case they are referred, and is utilized by the CBSA to send appropriate electronic notifications.

38. In some instances, goods arriving in Canada, are not destined to a sufferance warehouse. In these instances, a specific sub-location code cannot be provided by the carrier, and a generic (9000) code is permissible to be used instead. For a list of sub-location codes, visit https://www.cbsa-asfc.gc.ca/import/codes/generic-eng.html.

39. Goods arriving by air, which land at an airport where a suitable sufferance warehouse does not exist to store those types of goods, must be released prior to their offload from the aircraft, and the port must be a designated airport (AOE) port of entry.

Supplementary Cargo and House Bill Data

40. When the primary cargo is consolidated, the supplementary data indicator on the air primary cargo must be set to “yes”, to allow for supplementary and/or house bill data, transmitted by the freight forwarder, to link to the air primary cargo report. For further information concerning freight forwarder requirements, refer to Memorandum D3-3-1, Freight Forwarder Pre-arrival and Reporting Requirements.

Split Shipment Cargo Data

41. The split shipment data must be transmitted to the CBSA by the carrier or a service provider authorized by that carrier to transmit on their behalf, within the prescribed timeframes as specified in the Reporting of Imported Goods Regulations.

42. The split shipment process was designed to accommodate goods that were manifested as one shipment and then split prior to departure due to carrier capacity constraints. The transmission of a split shipment may only occur when the following conditions are met:

  1. must be consigned to the same party;
  2. must have been accepted by the carrier in the same place of acceptance;
  3. must be destined to the same CBSA office of destination (Discharge);
  4. must be same shipper.

43. The carrier will use the primary cargo data to transmit information on the master load electronically, noting the manifested quantity, and will then submit each portion of the split using the split shipment process, noting the conveyance and boarded quantity as well as referencing the original primary CCN. The sum of the boarded quantity of all the splits must equal the manifested quantity of the primary cargo.

44. Any supplementary cargo data transmissions or house bill transmissions that are required for a split shipment must be applied to the primary cargo report, and not to the individual split shipment transmissions.

45. When there are no house bills associated to a primary air cargo, and the shipment is split, the importer has three options upon arrival of the first part lot:

  1. Wait for the entire shipment to arrive before having the goods released.
    • Upon arrival of the final part lot, the primary CCN is arrived by the warehouse operator. If released, the entire shipment can exit the warehouse.
  2. File a release for the entire amount and have the first part lot arrived.
    • Upon arrival of the first part lot, the primary CCN is arrived by the warehouse operator. The same release notification may be cited to allow the first and any subsequent part lots to exit the warehouse.
      • Arrival of the first part-lot (e.g., 78 out of 100 ctns total on MAWB), with the WACM arriving the total ctns on the MAWB (100 ctns).
  3. File an abstract (a paper based process) to separate the part lot that has physically arrived and have that portion released.
    • Upon arrival of the first part lot, the primary CCN is arrived by the warehouse operator.
      • Arrival of the first part-lot (e.g., 78 out of 100 ctns total on MAWB), with the WACM arriving the total ctns on the MAWB (100 ctns).
    • A separate release request would have to be filed for each abstract.

Note: The importer will advise the warehouse operator which option they choose, and the warehouse operator will arrive the cargo according to the option chosen.

46. A complete list of the information that must be included in the split shipment transmission can be found in Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Conveyance Data

47. The conveyance operating carrier (COC) or a service provider authorized by that carrier must prepare and transmit an electronic transmission to the CBSA with the required conveyance data within the timeframes, as specified in the Reporting of Imported Goods Regulations.

48. There are some exemptions to this requirement and these exemptions are listed in paragraph 112 of this memorandum.

49. Only one conveyance transmission is to be submitted per aircraft. In the case of airline agreements such as code-share/interline agreements, the COC or a service provider authorized by that carrier is responsible for providing electronic conveyance data for the aircraft.

50. The conveyance data must contain a CRN which is a unique reference number provided for each flight into Canada. The CRN is composed of the flight number as established by the COC followed by the scheduled date of departure (XX123yymmdd).

51. An accurate estimate of the date and time of arrival at the first Canadian port of arrival (FPOA) provided in Eastern Time (ET) is mandatory.

52. The COC will be required to transmit a change to the air conveyance transmission to amend the FPOA and/or Estimated Date and Time of Arrival (EDTA) to advise the CBSA of any unscheduled re-routes, changes to the EDTA greater than 30 minutes, or changes to the aircraft’s itinerary.

53. A change in EDTA of less than 30 minutes requires no notification; however, the CBSA may send a risk assessment notice at any time up to the EDTA as transmitted on the conveyance report. Therefore, goods are not authorized to move from the sufferance warehouse prior to the EDTA transmitted on the conveyance report or until the CBSA system updates the status of the conveyance and related cargo, and acknowledges the report of the conveyance and cargo with a section 12(1) report message to the originator of the CACM.

54. A complete list of the information that must be included in the conveyance data can be found in Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Conveyance Arrival Certification Message (CACM)

55. To meet the reporting requirements under section 12(1) of the Customs Act, the COC must transmit a CACM upon arrival at the FPOA.

56. The CACM is required in addition to the cargo and conveyance data previously transmitted according to the prescribed timeframes, as described in the Reporting of Imported Goods Regulations.

57. Conveyances exempt from transmitting ACI data to the CBSA are, therefore, exempt from transmitting the CACM. Exempt conveyances must be reported to the CBSA at the FPOA, under section 12(1) of the Customs Act. However, if an air carrier choses to voluntarily transmit an electronic ACI conveyance report for an ACI exempt aircraft (i.e. commercial passenger aircraft that are not carrying commercial cargo; empty aircraft), the CACM must be transmitted in order for the arrival status in the CBSA system to be finalized. Report on arrival requirements under section 12(1) of the Customs Act, applicable to exempt conveyances, are listed in this memorandum, paragraph 112.

58. The COC, or a service provider authorized by that carrier to transmit on their behalf, prepares and transmits a CACM to the CBSA through EDI. The CACM message must be transmitted electronically to the CBSA without delay after the aircraft that is transporting specified goods (cargo) is cleared by NAVCAN to land at an airport following arrival in Canada.

59. Upon receipt, validation and acceptance of the CACM, the CBSA system updates the status of the conveyance and related cargo, and acknowledges the arrival of the conveyance with a section 12(1) “Reported Notice” to the originator of the arrival message. This notice indicates that the carrier (as identified by the CBSA carrier code transmitted within the conveyance report) has met their obligation to report under section 12(1) of the Customs Act, for the conveyance and all shipments detailed on cargo documents that are linked to that conveyance. The CACM will generate any release (for shipments requesting FPOA release)/referral notification messages accordingly.

60. All section 12(1) “Reported Notices” sent to the carrier must be kept on file and made available to the CBSA when requested during compliance monitoring, supported by the requirements in the Transportation of Goods Regulations.

61. For a complete list of the information that must be included in the CACM, refer to the Advance Commercial Information ACI/eManifest Non-highway Conveyance Arrival Certification Message Implementation Guide (found in Chapter 3: Advance Commercial Information (ACI)/eManifest Rail (ECCRD). For a copy of this guide, contact the TCCU at:

Technical Commercial Client Unit
Canada Border Services Agency
355 North River Road, 6th floor, Tower B
Ottawa ON K1A 0L8

Phone: 1-888-957-7224
Option 1 for EDI transactions
Option 2 for technical Portal assistance (calls within Canada and the United States)
Email: tccu-ustcc@cbsa-asfc.gc.ca

Notifications and Error Messages

62. All pre-arrival data received will be validated and processed through the CBSA systems, and the CBSA will transmit response messages back to the sender. Notices are sent to the sender via the same route as the incoming transmission.

63. There are two types of response messages clients can expect to receive from the CBSA systems when submitting pre-arrival transmissions by electronic means:

  1. positive responses;
  2. error responses.

64. Positive responses are issued in the form of acknowledgements. Acknowledgements are generated when the EDI transmission has successfully passed all syntactical, conformance and validation edits.

65. Error responses are issued in the form of reject notices. An error code will be transmitted to the sender indicating the nature of the error. Carriers must make changes to transmissions in error and re-send to the CBSA in a timely manner. The rejected report will be considered by the CBSA as non-transmission of the conveyance and/or cargo data until the identified errors have been addressed and the data is in accepted status by the CBSA system.

66. For a complete description of all notifications, error messages and codes and their application, as well as Request for Information (RFI) notices, refer to the Electronic Commerce section or Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Manifest Forward

67. For consolidated shipments, freight forwarders are able to nominate their primary carrier as a secondary notify party, enabling the carrier to view house bill data.

68. For more information on Manifest Forward, refer to Chapter 11 – Advance Commercial Information (ACI)/eManifest Notices (ECCRD).

Risk Assessment Notices

69. Risk assessment notices may be issued when the CBSA requires the client to provide more information regarding the cargo or, to provide the client with specific instructions regarding the unloading of the cargo.

70. Similar to reject notices (or error codes), risk assessment notices (such as ‘Hold’ notices) will include a coded field identifying the reason the notice was issued and the specific data element requiring clarification or further explanation. In addition, risk assessment notices may also include a free text remarks providing external clients with additional information concerning the coded field or instructions.

71. The CBSA systems will send “Hold”, “Do not unload” and/or ‘Cancellation’ coded messages back to the sender and other relevant parties. The message is sent out to the party(ies) via the same electronic means as the incoming transmission. These messages will reference the CCN.

72. For a complete description of all notifications, error messages and codes and their application, as well as risk assessment notices, refer to the Electronic Commerce section or Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

73. In instances where there is an outstanding risk assessment notice and the importer/broker has received a release notification, the carrier or sufferance warehouse operator will hold the shipment until the risk assessment notice is resolved.

74. If there is a “Hold” on a cargo that has been released/acquitted, the “Hold” supersedes the release/acquittal and the cargo cannot be removed from the dock until the “Hold” is removed by the CBSA. Because the cargo has been released/acquitted, the CBSA system will not accept electronic changes. Only a BSF673, House Bill, Cargo and Conveyance Manual Amendment Form – Post Arrival – All Modes including the changes will be accepted and must be presented in duplicate at the local CBSA commercial office.

75. Risk assessment notices seeking further information issued by the CBSA should be responded to as soon as possible. Carriers have four hours from the time the CBSA issues the risk assessment notice to respond to an outstanding risk assessment notice. Failure to respond to a risk assessment notice within four hours from issuance may result in delays of the shipment such as, holding the shipment upon arrival for further information/inspection and/or sanctions for non-compliance including the issuing of AMPs.

Corrections to Cargo and/or Conveyance Data

76. Changes to cargo and/or conveyance data shall be made as soon as they are known.

77. Changes/corrections to conveyance data may be made electronically at any time prior to the arrival of the aircraft at the FPOA or transmission of CACM.

Add/Change/Delete (Cancel)

78. An “Add” is used for the first transmission (original) of any data, whether it is cargo or conveyance data. It must be transmitted within the timeframes as prescribed in the Reporting of Imported Goods Regulations.

79. A “Change” involves the pre-arrival re-transmission of the entire record (all applicable data elements), which will then replace the entire record on file. As a rule, a carrier will be required to transmit a change to update the current conveyance or cargo record when any of the data elements on the current transmission to the CBSA change. Individual data elements are not to be transmitted separately.

80. However, if a CCN on a cargo transmission or the actual CRN on a conveyance transmission needs to be changed, the client must first transmit a record to delete the cargo, conveyance report, and then transmit an “Add” for the new report with the new CCN, or CRN. A change request will not be accepted in that case.

81. A “Delete” (cancel) is used for the complete removal of records or packages of records. If individual data elements or loops of segments are to be deleted, these must be processed as changes. The specific data transmitted on the delete does not necessarily have to be identical to the original add or change – only the “key” data (i.e. CCN or CRN and whether the record is a cargo or conveyance) must be identical.

82. Deletions may be made at any time up until electronically arrived at the port of report.

Note: Un-arrived cargo and conveyance records are to be deleted (cancelled) if unused within 30 days.

83. For conveyance transmissions, electronic cancellations will be accepted at any time as long as there are no related cargo transmissions on file. If an aircraft is no longer coming to Canada, the electronic conveyance transmission must be deleted.

Unique Shipment Processes

84. The following air specific processes are not exempt from pre-arrival data; however the reporting and/or pre-arrival requirements differ in some manner.

Mixed Loads Containing CLVS/HVS Shipments

85. Shipments that qualify and are reported under the CLVS Program are exempt from pre-arrival requirements. For additional information concerning the CLVS Program, refer to Memorandum D17-1-2, Reporting and Accounting for Low Value Commercial Goods, and Memorandum 17-4-0, Courier Low Value Shipment Program.

86. However, in situations where one primary air waybill (AWB) documents both CLVS shipments and HVS (High Value Shipments) shipments, pre-arrival cargo transmission accounting for the total weight and piece count is required for all goods listed on the AWB.

87. In these instances, house bill data for each HVS and one house bill or supplementary transmission to account for all CLVS shipments must be provided. The house bill or supplementary transmission for the CLVS shipments will indicate “CLVS Program Shipments” in the description field; the total weight of all LVS shipments in the weight field; and the total pieces of all CLVS shipments in the “lading quantity” field.

88. Should cargo previously reported under the CLVS Program be removed from the CLVS stream post-arrival, the client is not to transmit pre-arrival data. However, if removed from the CLVS stream prior to arrival, full ACI data is required.

In-transit shipments

89. When cargo arriving in Canada by aircraft is unloaded from the conveyance and moves in-transit through Canada and the air carrier’s contract of carriage ends in a country other than Canada, the in-transit movement type code 23 must be provided. In addition, consignee information must be provided in the consignee name and address fields.

90. When the carrier’s contract of carriage ends in Canada and they are aware that the shipment is in-transit, the CBSA requires that they transmit their cargo as per above, with the in-transit movement type code 23. However, if the carriers system will not accept the code, the words “in-transit” should be provided in the remarks field, along with movement type code 24 (cargo import).

91. The CBSA acknowledges carriers are not always aware that the shipment is in-transit. If this is the case, then the import movement type, code 24, will be accepted on the cargo transmission. The consignee name and address will be provided in the consignee name and address field. A Canadian name and address will also be transmitted in the delivery address field. This may be a sufferance warehouse or rail yard.

Freight Remaining on Board (FROB) cargo

92. For FROB shipment destined to a third country and never intend to be imported into Canada, the responsible carrier must comply with the requirements to provide cargo, and conveyance information within the timeframes specified in the Reporting of Imported Goods Regulations. The FROB movement type code 26 must be used.

93. For more information on transmission requirements for FROB cargo, refer to Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Airline Agreements

94. For information on the responsibility to provide pre-arrival ACI by cargo carriers and COC in a business agreement (consortium, code share, interline, brokered load and variations thereof), refer to the Carrier Requirements section of Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

95. For additional information on pre-arrival requirements toward code-share and interline agreements, refer to Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Emergency Stops/Diversions

96. Emergency diversions include only diversions resulting from security threats, medical reasons, mechanical reasons, or weather conditions.

97. An aircraft that is not originally destined to Canada, but that is forced to land in Canada due to unforeseen circumstances, may be subject to a review of their paperwork for health, safety, and security risk assessment purposes. This review will be conducted at the aircraft upon arrival and, therefore, pre-arrival data is not required. If it is known, the carrier should contact the CBSA office where the diversion/emergency landing is to occur.

98. When an emergency diversion occurs within Canada, the COC will be required to notify the National Targeting Centre (NTC) to advise of the diversion and the reason for the diversion prior to aircraft’s arrival at the new airport. The conveyance and all related cargo transmissions must be corrected for port of arrival electronically within the timeframes outlined in paragraphs 19 to 23 of this memorandum.

NTC: 1-855-NTC-1CNC (1-855-682-1262 within Canada or the United States) or 1-613-941-0004 (overseas callers – 24 hours a day, 7 days a week).

99. When an emergency diversion occurs outside of Canada, carriers are not required to notify the CBSA. Rather, the pre-arrival conveyance transmission must be corrected as soon as possible to reflect the correct EDTA, and routing information. Pre-arrival cargo transmission(s) must also be corrected as soon as possible to reflect any applicable information.

100. If an emergency diversion occurs outside of Canada, and additional cargo is loaded onto the aircraft at the airport to which the aircraft was diverted, the pre-arrival procedures for emergency diversions will not be allowed and, the carrier will be required to update the conveyance transmission and transmit the applicable pre-arrival cargo data for the newly laden cargo within the prescribed timeframes, as outlined in paragraphs 19 to 23 of this memorandum.

101. All diversions (unless considered an emergency) require the carrier to update the conveyance transmission within the prescribed timeframes.

Overages/Shortages

102. Where there are discrepancies between transmitted data and/or reported cargo and the actual number of pieces found on arrival, the process documented in the Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods must be followed. An overage occurs only where pre-arrival data was transmitted and the quantity of goods initially reported upon arrival at FPOA, is found, by the carrier/freight forwarder to exceed the quantity of goods reported to the CBSA pre-arrival and upon arrival. If no data was transmitted pre-arrival and no report occurred, and the goods are discovered post arrival, this constitutes non-report, not an overage, and my be subject to penalty action.

Foreign Aircraft Servicing Equipment

103. Machinery and equipment for use within the confines of an international airport to service inbound and outbound flights of foreign registered aircraft may be imported into Canada without payment of customs duties but are subject to the GST.

104. Pre-arrival cargo and conveyance information pertaining to each initial transportation of foreign aircraft servicing equipment into Canada must be transmitted electronically, within the guidelines and procedures outlined Reporting of Imported Goods Regulations.

105. For more specific information, refer to Memorandum D8-2-5, Application of the Foreign Aircraft Servicing Equipment Remission Order.

Commissary Equipment

106. Foreign airlines operating international flights into Canada may have to replace galley equipment and aircraft furnishings (headrest covers, cabin curtains, etc.) during turn-around periods. Each airline is allowed to keep a sufficient quantity of such goods in Canada for the replacement needs of the airline. As a control, the CBSA maintains an inventory list. The airline is then responsible for paying the duty and taxes on any goods disposed of in Canada.

107. Pre-arrival cargo and conveyance information pertaining to each initial transportation of commissary equipment into Canada must be transmitted electronically, within the guidelines and procedures outlined in the Reporting of Imported Goods Regulations.

Transborder air shipments in highway service (flying trucks)

108. Where air cargo is being transported by a highway carrier, it is the highway carrier that will transmit their conveyance data to the CBSA (within the prescribed highway time frames), quoting the flying trucks cargo exception code. In the case of a non-bonded airline, the highway carrier will transmit both cargo and conveyance data and shipment will no longer be considered a Flying Truck. For further information, please see Memorandum D3-4-2, Highway Pre-arrival and Reporting Requirements. Highway carriers will require a paper air waybill(s) for the air shipments on board the highway conveyance. No pre-arrival data is required from the air carrier. This is an interim process until an electronic multi-modal process is in place for pre-arrival transmissions of air cargo.

109. Where pre-arrival air cargo data was transmitted for cargo that will be arriving in Canada on a flying truck, risk assessed by the CBSA, and a hold has been placed on the cargo by the CBSA, the air carrier must not cancel the air cargo report. The ACI air cargo report should remain on file with the CBSA even though the goods will be arriving via truck.

Other Unique Shipping Processes

110. Other unique shipment processes are referenced in Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods. They are as follows:

  1. Goods Found Astray (Misrouted Goods)
  2. Non-resident Importer
  3. Transporting “to order” Shipments
  4. Moving Company and Personal Effects
  5. Entered to Arrive and Value Included Shipments
  6. Ship’s Stores
  7. Duty Free Shops (Goods Imported by Duty Free Shops)
  8. Carnet and other temporary imports
  9. Unscheduled Emergency Diversion – Goods moving within Canada

ACI Exemptions

111. This section will cover circumstances in which pre-arrival cargo and/or conveyance data is not required under section 12.1 of the Customs Act. Should clients choose to transmit data for any of the listed exemptions and/or exceptions, they must do so within the timeframes specified in the Reporting of Imported Goods Regulations. A complete list of the information that a carrier must include in the conveyance and cargo transmissions is found in Chapter 2: Advance Commercial Information (ACI) Air (ECCRD).

Note: The CBSA will perform periodic monitoring of the records kept by carriers related to electronic conveyance and cargo information, as identified in paragraph 13 in this memorandum. This includes information that may be transmitted, should clients choose to do so, for goods and conveyances that otherwise fall under exemptions/exceptions.

Exemptions from Cargo and Conveyance Data Sets

112. The following are exemptions from cargo and conveyance data sets:

  1. CSA Shipments (full load of Customs Self-Assessment (CSA) shipments) – for eligible goods that meet the requirements under section 10.2 of the Accounting for Imported Goods and Payment of Duties Regulations;
  2. mail (Canada Post, US mail, Diplomatic mail, international) – full load;
  3. military goods on military-owned or military-chartered aircraft – as long as no other cargo is on board;
  4. emergency/non-emergency repairs;
  5. emergency diversions (only for original shipments not intended to arrive in Canada);
  6. empty aircraft – when aircraft is the imported goods/cargo (Note: empty aircraft/no cargo);
  7. commercial passenger aircraft not carrying specified goods;
  8. emergency response vehicles/personnel/equipment for use in emergency situations such as:
    1. transportation of human organs for transplant,
    2. first response fire brigades,
    3. ambulance patient transport,
    4. teams assisting in disaster relief circumstances;
  9. transborder air shipments in highway services (flying trucks) (interim process only);
  10. specified goods on board a conveyance that enters Canadian airspace while it is proceeding directly from one place outside of Canada to another place outside of Canada without landing in Canada;
  11. hand carried goods (when no other specified goods are on board, i.e. empty conveyance);
  12. dunnage – packaging material such as boards, blocks, planks, metal or plastic bracing, used in supporting and securing packages for shipping and handling.
  13. foreign scientific, exploratory or research conveyances not carrying specified goods.

Exceptions from Cargo Data – Only Conveyance Data Required

113. The following are exceptions from cargo data – only conveyance data is required:

  1. goods that are being imported into Canada under the CLVS Program (see the mixed loads containing CLVS/HVS shipments section of this memorandum, paragraphs 85 to 88);
  2. mail (Canada Post, United States mail, Diplomatic Mail, International) – as part of a mixed load.

Authorized Use of Foreign Aircraft

114. A foreign non-tax paid aircraft involved in international commercial transportation is restricted to international flights from a point abroad to a point or points in Canada and return to a point abroad. The carriage of Canadian residents to, and their arrival from, foreign destinations is permitted provided the flight is limited to international service. Any foreign aircraft in Canada that ceases to be involved in international commercial transportation must be immediately reported to the CBSA and formally accounted for as it is deemed to have been imported.

Note: Electronic and/or paper reports of the aircraft’s arrival in Canada are required as outlined in this memorandum.

115. With the exception of paragraph 11, under no circumstances may a foreign non-tax paid empty aircraft enter Canada for the sole purpose of carrying passengers or goods from point-to-point in Canada. If the aircraft is deemed to have been imported; all duties and taxes are to be immediately paid. In addition, any unauthorized use of a foreign non-tax paid aircraft in Canada may result in the issuance of monetary penalties or the seizure and forfeiture of the aircraft.

116. Non-tax paid foreign aircraft chartered by groups of non-residents who wish to visit several Canadian centers are allowed if the passengers originated outside Canada and are initially brought into Canada by a carrier that is operating under a continuing tour charter.

117. CTA approval for a flight does not constitute authority for a non-tax paid aircraft to engage in gainful operations between points in Canada. For additional information on CTA licences, refer to paragraphs 123 and 124 of this memorandum.

Tariff Treatment of Aircraft in International Service

118. For the purposes of this memorandum, a Canadian aircraft is defined as an aircraft engaged in international commercial transportation which is registered in Canada, and

  1. was built in Canada; or
  2. all duties have been paid; or
  3. has been deemed to be duty paid under the terms of some other Act.

119. Canadian aircraft in international commercial service are to be classified under tariff item No. 9813.00.00 or 9814.00.00, provided they satisfy all the relevant requirements outlined in the provisions of these tariff items. Where Canadian aircraft arriving in Canada do not qualify for importation under either of these tariff items (for example when repairs have been done abroad), they are to be classified under the appropriate tariff item in Chapter 88 of the Customs Tariff.

120. Where a Canadian aircraft in international commercial service has been repaired or enhanced while abroad, all such repairs or enhancements shall be reported to the CBSA and duly accounted for upon the aircraft’s first return to Canada, even if the aircraft is continuing in international commercial service. (See Repair Abroad of Canadian Civil Aircraft, Canadian Aircraft Engines and Flight Simulators Remission Order).

121. Any aircraft that is not a “Canadian aircraft” as defined in paragraph 118 above is deemed to be a foreign aircraft for the CBSA purposes and, if in international commercial service, should be classified under tariff item No. 9801.10.10.

122. No formal accounting is required for an aircraft engaged in international commercial service, however all aircrafts entering Canada (Canadian or foreign) must be reported as outlined in this memorandum.

Canadian Transportation Agency (CTA) Licences

123. In addition to complying with CBSA requirements for aircraft involved in international service, most commercial air carriers also require a licence from the CTA.

124. For complete information on CTA licensing requirements, aircraft groupings, and charter types, you may contact:

Canadian Transportation Agency
Ottawa ON K1A 0N9
Email: licence@otc-cta.gc.ca
Tel: 819-997-6359

Note: In addition, CTA licensing information can be found on the Canadian Transportation Agency's website. The search function can be used to verify if a carrier has the necessary CTA license authority.

Provision of CBSA Services

125. For a list of services available at CBSA Offices, refer to Directory of CBSA offices and Services.

Passenger Restrictions

126. At certain airports, the number of international passengers processed by the CBSA at a given time may be restricted due to operational or safety requirements. In some locations where passenger restrictions are in place, staged off-loading may be allowed to accommodate larger aircraft. The air carrier or its agent is responsible for controlling the delivery of passengers. For more information about staged off-loading, see Memorandum D2-5-1, Charter Access to Airports.

127. The business hours and types of CBSA services available at designated airports of entry AOE) may vary according to the type of airport, geographical location, facilities, or season. Office information, including addresses, hours of operation, and types of services available, may be found in the Directory of CBSA offices and Services.

128. Cost recovery or special service charges for new or additional CBSA services (such as other government department (OGD) may apply at certain airports. Information on Special Services can be found in Memorandum D1-2-1, Special Services, or you may contact the local CBSA office at the airport of destination.

Charter Access to Airports

129. Guidelines and conditions related to operating international passenger charter services (for remuneration or hire) and obtaining inspection services for passenger clearance related to international charter services may be found in Memorandum D2-5-1, Charter Access to Airports.

130. At certain airports, the CBSA may require notice before they accept international air traffic. Airlines should communicate with the local CBSA office at the airport of destination regarding prior notification requirements.

Note: Prior notification is not the same as advance notification. Advance electronic conveyance notification requirements also apply to aircraft carrying cargo, as outlined in this memorandum.

General Conveyance Reporting – All Commercial Aircraft

131. All commercial aircraft (passenger and/or cargo) must report to and land at a Canadian authorized Airport of Entry (AOE). Commercial cargo aircraft or passenger aircraft carrying commercial goods must report to and land at an AOE that provides commercial services during regularly scheduled hours of operation. Special permission must be obtained to report to a non-authorized AOE, an AOE not equipped with commercial services (if carrying commercial goods), or to report outside of business hours. Information on Special Services can be found in Memorandum D1-2-1, Special Services, or you may contact the local CBSA office at the airport of destination.

General reporting guidelines and procedures for ACI exemptions

132. All exemptions to ACI electronic notification will be reported using one of the following CCDs, or as otherwise outlined in this memorandum:

  1. The carrier may use the standard CBSA, Form A8A(B), In Bond - Cargo Control Document available in fillable/savable format on the CBSA website. The CCD specifications and completion instructions for the form A8A(B) can be found in Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.
  2. The International Air Transport Association (IATA) format air waybill is an approved CCD for reporting cargo to the CBSA and does not require CBSA approval for its use. At the point of lading, the air carrier should ensure that all applicable fields on the air waybill are completed accurately and legibly. You will find a copy of an IATA air waybill as well as the instructions for completing the waybill in Appendix B of this memorandum.
  3. The IATA format air express waybill is an approved CCD for reporting cargo to the CBSA. The CBSA’s approval is not required in order to use this document. You will find a copy of an IATA air express waybill as well as the instructions for completing the waybill in Appendix C of this memorandum.
  4. Mail bags must be accompanied by one of the above-mentioned CCDs, in addition to the Universal Postal Union (UPU) delivery bill.
  5. Other acceptable CCDs.

Manner of Reporting – ACI Exempt Imports

133. Non-bonded air carriers must report all shipments to the CBSA at the FPOA. This report consists of five copies of an approved CCD. After verification, all copies of the document are numbered when required and stamped by the CBSA. To keep the information legible, stamps should be applied to the reverse side of the documents. Two copies (Mail and Station) are kept by the CBSA. Two copies (Long Room and the CBSA Delivery Authority) are given to the importer or agent of the importer for presentation to the CBSA with the release document(s) at the CBSA office of release. The warehouse operator copy is given to the sufferance warehouse operator to serve as an inventory control copy.

134. Bonded air carriers may report import shipments at either the FPOA or at the destination airport indicated on the waybill. All airports used by the air carrier on route to the final airport of destination must be indicated clearly on the waybill. The destination airport may only change if the carrier has filed a re-manifest or diversion.

135. Bonded carriers require five copies of the IATA air waybill or CCD for CBSA purposes. This report consists of five copies of an approved CCD. After verification, all copies of the document are numbered when required and stamped by the CBSA. To keep the information legible, stamps should be applied to the reverse side of the documents. Two copies (Mail and Station) are kept by the CBSA. Two copies (Long Room and the CBSA Delivery Authority) are given to the importer or agent of the importer for presentation to the CBSA with the release document(s) at the CBSA office of release. The warehouse operator copy is given to the sufferance warehouse operator to serve as an inventory control copy.

136. When cargo is covered by an air waybill other than the COC’s air waybill, the front of the document must be clearly stamped with the COC’s correct name and carrier code before presentation to the CBSA. Instead of stamping each air waybill, carriers may present their documents in envelopes clearly marked “CBSA Cargo Report” giving the name and code of the COC.

137. When in bond shipments are to be shipped beyond the final point indicated on the air waybill, the shipment must be moved by a bonded carrier and properly re-manifesteded.

Manner of Reporting – ACI Exempt In-transit/FROB Shipments

Bonded and non-bonded carriers

138. Foreign goods destined to a foreign airport and landed at Canadian airports in the services of non-bonded and bonded air carriers do not need to be documented for CBSA purposes, provided they remain on board the aircraft and no layover is necessary.

139. If the goods will not be exported immediately, they must be documented and reported to the CBSA on an IATA air waybill, or on form A8A(B), In Bond – Cargo Control Document. A copy of an IATA air waybill and corresponding completion instructions may be found in Appendix B of this Memorandum. Completion instructions for form A8A(B) are found in Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

Diversions and Transfers – Requirements for ACI Exemptions

140. It is not necessary to re-document goods that are re-routed from the destination airport indicated on the CCD to a second airport in the service of and on the same billing as the original reporting carrier. However, the carrier who was in control of the shipment at the time of diversion is responsible for preparing a form A30, Diversion Notice, in duplicate and attaching both copies to the long room copy of the CCD. The diversion notice is supplied by the carrier in 21.5 cm by 14 cm (8 1/2 by 5 1/2 inches) size and printed on blue paper.

141. The diversion notice and CCD is given to the importer or connecting carrier if interlined, and presented with the relevant release documents at the CBSA office of release. The diversion notice remains with the accounting document until numbered.

142. For more detailed information on diversions, refer to Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

Emergency Landing Cargo Reporting Guidelines for ACI Exemptions

143. If, due to weather conditions or other circumstances, the aircraft has to land at a place not designated for CBSA reporting, the pilot must call the Telephone Reporting Centre (TRC) at 1-888-226-7277, or contact the nearest CBSA office immediately upon landing in Canada. Depending on the circumstances, the flight may be cleared by telephone, the pilot and travellers may be requested to await the arrival of a CBSA officer, or the pilot may be requested to fly the travellers to the nearest AOE at the first opportunity.

Import/Inbound goods

144. If an aircraft carrying cargo for import is forced to land at an airport short of its intended destination due to weather conditions, mechanical issues affecting the safety and security of the aircraft and passengers, or medical situations requiring immediate attention, the COC is advised to provide verbal notification of the details of the emergency landing to the CBSA at the airport of emergency landing (or the closest airport with CBSA commercial clearance capabilities) and the airport of original destination. For a listing of CBSA offices and the types of services offered, see the Directory of CBSA Offices and Services.

145. If the cargo will remain on board the aircraft while at the emergency landing site, or be transferred to a replacement aircraft for transportation to the original airport of destination for CBSA clearance, generally, no additional paperwork, such as a diversion notice, will be required at the time of clearance to document the emergency landing. Clients should verify with the CBSA at the airport of destination whether a diversion notice is required, or not.

146. If the cargo is being presented for clearance at the emergency landing site (if CBSA commercial clearance is available), diversion documentation must accompany the clearance/release paperwork. Diversion documentation requirements and procedures are outlined in paragraphs 140 to 142 of this memorandum.

In-transit goods

147. The following procedures apply to in-transit cargo that has landed in Canada as a result of weather conditions, mechanical issues affecting the safety and security of the aircraft and passengers, or medical situations requiring immediate attention:

  1. the COC is advised to provide verbal notification of the details of the emergency landing to the CBSA at the airport of the emergency landing (or the closest airport with CBSA commercial clearance capabilities).
  2. the cargo may be transferred from one aircraft to another only under CBSA supervision, and the identifying markings of the replacement aircraft and a brief notation of the circumstances must be provided to the CBSA.
  3. at the discretion of the airline, the cargo may be forwarded to the United States by a bonded highway carrier on an IATA air waybill or other CBSA approved CCD indicating complete details of each shipment. In the case of mail bags, the CCD must show the number of bags and describe the goods as “mail bags.” The document must be prepared in triplicate and numbered from the local series. One copy will be returned to the carrier for presentation to the CBSA at the point of exit. The remaining copies will serve as the mail and station copies.
  4. the transfer of the cargo from the aircraft to the truck must be conducted under the supervision of a border services officer who will seal the vehicle with a CBSA seal(s) and note the seal(s) number(s) on the CCD. If the seals are intact at the point of exit, the vehicle may be allowed to proceed without further examination.
  5. where the goods have to be removed from the aircraft and held pending availability of another aircraft or a bonded carrier’s vehicle, they must be placed in a sufferance warehouse. The goods must be reported to the CBSA on an IATA air waybill or other CBSA approved CCD. At the time of transfer, the applicable procedures outlined in paragraph (b) or (d) of this section must be followed.

148. Carriers that are not bonded cannot carry in bond cargo beyond the CBSA office of arrival. However, when a non-bonded foreign aircraft carrying goods into Canada makes an emergency landing short of its final destination, it may continue to the final destination without posting a single trip bond. In this case, the cargo must be reported to the CBSA at the initial CBSA office. When stopovers occur at either Gander or Goose Bay, carriers may continue to destination after presenting form AG1, General Declaration (Outward/Inward) to the CBSA, or report the goods at the initial CBSA office.

149. To ensure control, the initial CBSA office of report is to advise the CBSA at the final destination of the carrier’s expected arrival.

150. The CCD is numbered and stamped by the CBSA. When the initial CBSA office is non-automated, the mail copy of the CCD is mailed to the CBSA office of destination. Otherwise, it is keyed into the automated system. The Station copy is filed, and the long room, the CBSA delivery authority, and sufferance warehouse operator copies are returned to the carrier for reporting at final destination.

151. At destination, the long room and the CBSA delivery authority copies are given to the importer for presentation with the release document(s) at the CBSA office of release, and the warehouse operator copy to the sufferance warehouse operator to serve as an inventory control copy.

Split Shipment Reporting Procedures for ACI Exemptions

152. Split shipments (part lots) occur when portions of a shipment covered by one air waybill enter the country at different times due to carrier capacity constraints.

153. Under this procedure, the air carrier must report all parts of the split shipment as they arrive.

154. All parts of a split shipment are controlled under the original air waybill number. The procedure requires a “Split Shipment” stamp on the original air waybill report and on all copies of the original air waybill used to report the subsequent parts of the split shipment. The number of pieces that have arrived must be indicated in the appropriate field of the “Split Shipment” stamp, e.g. 1st Part – 20 pieces.

155. For purposes of uniformity, the “Split Shipment” stamp used by the airlines must be similar to that shown below:

Split Shipment Received by:
Carrier’s name:
Name of airport:

As follows:
1st Part – __ pieces
2nd Part – __ pieces
3rd Part – __ pieces
4th Part – __ pieces
Final Part – __ pieces

156. Split shipments consigned to a freight forwarder are processed as follows:

  1. when the initial part of the shipment arrives, the COC prepares the original air waybill. The total quantity for the entire shipment is shown in the “No. of packages” box. All copies must be stamped with the “Split Shipment” stamp completed, showing “1st Part – X pieces”;
  2. the COC must give one copy of the original air waybill (Mail) to the CBSA and two copies (Long Room and the CBSA Delivery Authority) to the de-consolidator;
  3. the freight forwarder must prepare secondary cargo reports (house bills/advice notes) to cover the total quantity of the shipment cancelling the full quantity declared on the original air waybill. The de-consolidator must give the mail and station copies of all of the secondary cargo reports along with two copies (Long Room and the CBSA Delivery Authority) of the original air waybill to the CBSA. The long room and the CBSA delivery authority copies of the secondary cargo report(s) for those goods that have arrived will be given to the importer, or agent of the importer, for presentation with the release document(s) to the CBSA;
  4. the long room and the CBSA delivery authority copies of the secondary cargo report covering those goods that have not yet arrived must be held in the de- consolidator’s open file pending the arrival of those goods, when the remaining portions of the shipment arrive, the reporting air carrier must give one copy of the original air waybill to both the CBSA and the de-consolidator.

The “Split Shipment” stamp identifying the part of the shipment that has arrived and the number of pieces received must be completed on the air waybill. The long room and the CBSA delivery authority copies of the secondary cargo reports previously prepared and held in the freight forwarders open file are now given to the importer, or agent of the importer, for presentation to the CBSA with the release document(s) for that portion of the shipment.

157. Although secondary cargo reports are required for the total quantity of the complete shipment, the freight forwarder is only responsible for the quantity shown on the “Split Shipment” stamp. If the goods not covered by the “Split Shipment” stamp cannot be produced or accounted for, the air carrier is responsible for the shortage.

158. Split shipments consigned to an importer are processed as follows:

  1. when the initial part of the shipment arrives, the conveyance operating air carrier prepares the air waybill. The total quantity for the entire shipment is shown in the “No. of packages” box. All copies of the air waybill must be stamped with the “Split Shipment” stamp completed to show “1st Part – X Pieces” to identify the part of the shipment being reported and the number of pieces received;
  2. the conveyance operating air carrier must give one copy of the air waybill (Mail) to the CBSA and two copies (Long Room and the CBSA Delivery Authority) to the importer for presentation to the CBSA with the release document(s);
  3. the importer may obtain release of portions of the shipment as they arrive or may wait until all portions of the shipment have arrived before obtaining their release from the CBSA;
  4. to obtain release of the entire shipment at one time, the importer must present all copies of the original air waybill (Long Room and the CBSA Delivery Authority) with the release document(s) for the entire shipment;
  5. to obtain release of a portion of the shipment as it arrives, the importer must present two copies (Long Room and the CBSA Delivery Authority) of the original air waybill with the release document(s) to the CBSA. All copies must be stamped with the “Split Shipment” stamp completed to identify the part of the shipment being reported and the number of pieces received. Although only part of the shipment is being released, the duty and taxes for the entire shipment must be paid by the importer, when the remaining portions of the shipment arrive, the reporting air carrier must give one copy of the original air waybill (Mail) to the CBSA and two copies (Long Room and the CBSA Delivery Authority) to the importer for presentation with the release document(s) to the CBSA. All copies must be stamped with the “Split Shipment” stamp completed to identify the part of the shipment being reported and the number of pieces received. The subsequent portions are to be released using the procedures for the release of short-shipped goods, as outlined in Memorandum D17-1-5, Registration, Accounting and Payment for Commercial Goods.

Specific Guidelines Related to ACI Notification Exemptions

Mail

159. Carriers transporting international mail will report all international mail to the CBSA on a properly completed air waybill or other acceptable CCD, clearly indicating in the cargo description field that the cargo is International Mail. The universal postal manifest prepared by the foreign mail service should be attached to the air waybill.

160. International mail is transferred in bond under the control of the air carrier’s air waybill or if moved by a secondary carrier (under the secondary cargo control document of the secondary carrier) or the Canada Post Corporation. The mail is transferred to one of the CBSA international mail exchange offices where it is processed in accordance with the guidelines and procedures outlined in Memorandum D5-1-1, Canada Border Services Agency International Mail Processing System.

161. Diplomatic mail must also be reported to the CBSA on a properly completed air waybill or other acceptable CCD, clearly indicating in the cargo description field that the cargo is diplomatic mail. Only those authorized to pick up diplomatic mail will be allowed to remove diplomatic mail from CBSA control. The CBSA at each airport handling the arrival of diplomatic mail will maintain a list of those parties or individuals authorized to pick up diplomatic mail. Consulates or embassies must ensure that any changes to the list are communicated in a timely fashion to the airport of entry or appropriate regional program area contact.

Military goods on military-owned or military-chartered aircraft

162. Military goods arriving on military-owned or military chartered aircraft are reported on an air waybill or other acceptable CCD at the airport of arrival in Canada.

163. Military goods arriving on board a non-military owned or chartered aircraft must be transmitted electronically in accordance with the ACI notification guidelines outlined in this memorandum.

Commercial goods carried by a passenger his/her own baggage (hand carried goods)

164. Commercial goods carried by a passenger in his/her own baggage on board a commercial passenger aircraft must be declared by the passenger.

165. A CCD or EDI cargo transmission is not required when a shipment is being transported by the importer in his/her own baggage on board a commercial passenger flight and the shipment is accounted for at the initial CBSA office of report by presenting a B3-3, Canada Customs Coding Form, type C and payment of all applicable duties and taxes.

166. If the B3 is presented by a broker/agent on behalf of the importer at the time of arrival at the initial CBSA office of report, a CCD may be required. If a CCD is required, the broker/agent’s identifier code is the code that should be quoted on the CCD, if the importer does not have an identifier code of their own.

Transborder air shipments in highway service (flying trucks)

167. Bonded air carriers that are providing international air service for transporting cargo may use the services of a highway carrier (secondary carrier) to transport air cargo into Canada. The highway carrier does not require a letter of authorization from the bonded air carrier in order to move the goods under the bonded air carrier’s documentation.

168. The following procedures apply when air cargo is transported into Canada via highway mode:

  1. the highway carrier that has contracted with the air carrier reports the goods to the CBSA at the highway frontier on behalf of the air carrier by presenting the bonded air carrier’s properly completed air waybill, which serves as the air carrier’s report of the goods to the CBSA. If consolidated shipments are presented – consigned to a freight forwarder – a continuation sheet must be attached outlining the required shipment details for each shipment in the consolidated shipment (same information as required on a house bill), which include: actual shipper, ultimate consignee, weight, piece count, and complete description of the goods.
  2. the CCN on the air waybill will include the carrier code of the air carrier, not the highway carrier, and the air waybill must show the Canadian airport as the ultimate destination airport.
  3. the goods must be delivered into a type AA or AH sufferance warehouse licensed to receive air cargo.
  4. the highway or air carrier must not report again to the CBSA at the airport of destination, as this would create duplicate manifests within the CBSA inventory system.
  5. the border services officer at the highway frontier retains the mail and station copies of the air waybill as proof of report.
  6. the highway carrier provides the long-room and the CBSA delivery authority copies of the air waybill to the importer or agent of the importer for presentation to the CBSA with the release document(s) at the airport of release. One copy (warehouse operator) is given to the sufferance warehouse operator as an inventory control copy.

169. The air carrier assumes full liability for the goods. Any tracers or penalties for cargo infractions are applied against the primary air carrier.

170. In-transit “flying trucks” that are destined to a third country may move cargo by highway carrier to a Canadian airport for export provided:

  1. the goods are reported to the CBSA by the highway carrier; and
  2. the air waybill(s) is presented at the frontier. For policies and procedures related to the consolidated flying trucks, refer to Memorandum D3-3-1, Freight Forwarder Pre-arrival and Reporting Requirements.

171. For policies and procedures related to the export portion of the movement of in-transit air shipments moving by highway, refer to Memorandum D3-1-8, Cargo – Export Movements.

172. No formal acquittal is required for these in-transit export reports as audits are made against the carrier’s records.

173. Air carriers not complying with the above requirements are to have their highway substitution privileges revoked, and the shipments treated as normal highway movements.

174. For vehicle sealing requirements, refer to Memorandum D3-4-2, Highway Pre-arrival Reporting Requirements sealing requirements for air cargo being transported by a highway carrier are based on the carrier status of the air carrier. Where highway and air cargo are being transported in the same vehicle, all highway cargo must be reported and processed as outlined in Memorandum D3-4-2.

Small parcel service and CLVS Program cargo

175. A number of airlines operating transborder into Canadian airports have special procedures for the rapid movement of small parcels of urgently required materials. This is a premium rate operation normally used for the movement of magnetic tapes, printouts, business correspondence, business statements, news material, films, etc. For further information on clearance procedures for this type of shipment, see Memorandum D8-2-16, Courier Imports Remission.

176. While the procedure was designed by carriers to expedite the movement of small single shipments, various courier services are using the system to move a number of small shipments contained in one package and documented on one air waybill. Such instances are considered to be consolidations, and the courier service involved must break the package down on form A10, Cargo Control Abstract, an approved consist sheet if the shipment qualifies under Memorandum D8-2-16, Courier Imports Remission, or on a Cargo/Release List for approved CLVS Program participants. For additional information, refer to Memorandum D17-1-2, Reporting and Accounting for Low Value Commercial Goods and the Consist Sheet Clearance Process and Memorandum D8-2-16. Further information on form A10 may be found in Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods.

177. Courier shipments carried in bond under exclusive charter arrangements may be delivered directly to the courier’s sufferance warehouse or to its contracted agent at the airport of destination.

Empty Aircraft – When Aircraft is the Goods/Cargo

Documentation requirements for the report of imported commercial aircraft

178. All empty aircraft that are imported, temporarily or permanently, are to be reported on a CBSA approved cargo control document by the party transporting the aircraft at the airport of arrival.

Commercial Aircraft

179. Commercial air carriers will generally report imported commercial aircraft on an IATA air waybill, CBSA CCD, form A8A(B) In-Bond-Cargo Control Document, or an approved alternative. If the importation is temporary in nature, such as: aircraft imported for demonstration, repair, or alteration, then the commercial air carrier should clearly indicate this in the cargo description section. The anticipated length of the temporary importation should also be indicated in the description section; for example: “aircraft being temporarily imported for demonstration until (indicate date)”. Additional accounting or release documents may be required for temporary importations. For additional information on the accounting or release documentation for temporary importations, refer to paragraphs 198 to 200 in this memorandum, and Memorandum D8-1-1, Administration of Temporary Importation (Tariff Item No. 9993.00.00) Regulations.

Corporate Aircraft

180. Corporate aircraft being imported, permanently or temporarily, will generally be reported on an A8A(B) In-Bond-Cargo Control Document (or other CBSA approved cargo document) by the party transporting the aircraft. Additional accounting or release documents will be required for permanent importation and for most temporary importations. For additional information on the accounting or release documentation for permanent importations, refer to Memorandum D17-1-5, Registration, Accounting and Payment for Commercial Goods. For additional information on the accounting or release documentation for temporary importations, refer to paragraphs 198 to 200 in this memorandum, and Memorandum D8-1-1, Administration of Temporary Importation (Tariff Item No. 9993.00.00) Regulations.

181. The air waybill, A8A(B) or other approved cargo report is to be presented to the CBSA, along with any applicable release documentation, as outlined in the “General Reporting Guidelines and Procedures for ACI Exemptions” in paragraph 132 of this memorandum.

Documentation requirements when the transporter is also the importer

182. When the party transporting the corporate or commercial aircraft is the importer of the aircraft, a CCD will not be required if the importer obtains release of, and accounts for, the goods (aircraft) by presenting a B3-3, Canada Customs Coding Form, type C, cash accounting document at the initial CBSA office of report. This applies to permanently or temporarily imported commercial and corporate aircraft.

Release/accounting documentation requirements for foreign aircraft temporarily imported

Aircraft for repair

183. Aircraft may be temporarily imported into Canada for repair. “Repair” is defined as “a corrective maintenance activity, which may include replacing or fixing parts, in order to restore the article to its original operating condition.”

184. For information on temporarily importing goods under tariff item No. 9993.00.00 see Memorandum D8-1-1, Amendments to Temporary Importation (Tariff Item No. 9993.00.00) Regulations.

Aircraft for alteration

185. For the purposes of a good imported temporarily for alteration, an “alteration” is defined as “a modification, other than a repair, which does not include an operation or process that either destroys the essential characteristics of a good or creates a new or commercially different good.” For information on the temporary importation of goods for alteration see Memorandum D7-4-1, Duties Relief Program and Memorandum D7-4-2, Duty Drawback Program.

Aircraft for demonstration

186. As explained in Memorandum D8-1-9, Application of the Imported Demonstration Aircraft Remission Order, aircraft may be temporarily imported for demonstration purposes without the payment of the GST.

187. Aircraft imported for demonstration purposes are to be imported on form E29B, Temporary Admission Permit. Any aircraft sold in Canada is to be formally accounted for immediately to cancel form E29B. See Memorandum D8-1-9, Application of the Imported Demonstration Aircraft Remission Order for complete instructions.

General Advance Notification Requirements for ACI Exempt Air Conveyances

188. An AG1 – General Declaration (Outward/Inward), is not required for the notification of scheduled flights of commercial aircraft (carrying commercial goods) that are exempt from ACI electronic advance notification requirements in most cases. The AG1 may be required for the report of non-scheduled flights of commercial aircraft at smaller airports. Contact the CBSA office at the airport of arrival for the reporting documentation requirements for unscheduled ACI exempt aircraft. All air cargo must be reported as outlined in this memorandum.

189. Scheduled or non-scheduled commercial carriers operating international flights are not required to submit form AG1, or equivalent documentation for the deplaning of passengers and crew. For reporting requirements for passengers and crew on board commercial aircraft, refer to Memorandum D2-5-6, Aircrew Reporting and Memorandum D2-5-11, Guidelines for Commercial Air Carriers for the Processing of Prescribed Traveller Information. For corporate aircraft passenger and crew reporting guidelines refer to Memorandum D2-5-12, Telephone Reporting for General Aviation and Private Boats. There may be occasions when a general declaration is required by the aircraft operator as proof of report into and exit from Canada. As a courtesy, the CBSA will continue to validate this document with a CBSA stamp.

190. For information related to the conveyance reporting of aircraft departing Canada, refer to Memorandum D3-1-8, Cargo – Export Movements.

Specific Requirements for ACI Exempt Air Conveyances

Commercial passenger aircraft not carrying commercial cargo

191. Scheduled or non-scheduled commercial carriers operating international passenger flights will not be required to submit a paper report for the arrival of the aircraft – form AG1, General Declaration (Outward/Inward), or an equivalent document for deplaning passengers and crew when they are processed by border services officers at a CBSA facility established for that purpose. Passengers and crew are to be reported in accordance with API/PNR guidelines as outlined in Memorandum D2-5-11, Guidelines for Commercial Air - Carriers for the Processing of Prescribed Traveller Information t and/or Memorandum D2-5-6, Aircrew Reporting.

Canadian military aircraft

192. All aircrafts arriving from an international flight must make their initial landing in an authorized airport of entry (AOE) when carrying merchandise, baggage, or persons other than regular crew members. The pilot is responsible for providing the CBSA advance notice for the report inward and the declaration of all passengers, cargo, and baggage carried on the flight.

Foreign military aircraft

193. Aircraft operated by armed forces of foreign nations are required to report to the CBSA at the time of initial landing in Canada. They are subject to all CBSA requirements when used to transport personnel, baggage, equipment, mail, or other cargo. Where only a short stopover is involved and no goods are being carried outward that require export documentation, the inward and outward reports will be made at the same time. Aircraft carrying crew members only may report verbally.

Air search and rescue operations

194. Canadian Armed Forces Rescue Co-ordination Centres (RCC) have been established at several locations in Canada. The CBSA co-operates in every possible manner to expedite the international movement of aircraft operating on search and rescue missions.

195. When an incident arises in either Canada or the United States where aircraft of one or both countries will be crossing the boundary, the officer in charge of the RCC search will immediately provide the CBSA with the following:

  1. full details of all aircraft participating in the operation, including identification markings and number of crew members;
  2. territory to be searched;
  3. duration of stay;
  4. possibility of landings; and
  5. definite or probable landing points.

Note: If the information affects territory under the jurisdiction of more than one CBSA office, it should be relayed promptly to all concerned.

196. Additional information on the reporting and accounting requirements for goods (including aircraft) brought into Canada in response to an emergency or for an emergency response training exercise are included in Memorandum D8-1-1, Amendments to Temporary Importation (Tariff Item No. 9993.00.00) Regulations.

Empty aircraft

197. An empty aircraft is not required to provide an electronic ACI conveyance report. An AG1 – General Declaration (Outward/Inward) for the report of the aircraft as a conveyance may be required for unscheduled flights. Please contact the CBSA office at the airport of arrival for the documentation requirements for unscheduled ACI exempt aircraft.

Temporary Importations of Empty Foreign Aircraft (where the aircraft is the cargo/commercial goods)

198. Commercial or corporate aircraft temporarily imported into Canada (i.e. for demonstration, repair, alteration etc.) are considered commercial goods and must be reported in accordance with the requirements outlined in this memorandum for the report of the aircraft; and where the aircraft is also cargo, in accordance with the cargo reporting requirements outlined in this memorandum.

199. In order to facilitate the processing of aircraft temporarily imported into Canada, it is recommended that carriers or pilots contact the Airport of Entry (AOE) at least two hours prior to their estimated time of arrival to provide the CBSA with pertinent flight information. Some airports may be equipped to receive this information by fax. For further information, contact the CBSA office at the airport of destination.

200. Upon arrival all aircraft that are imported temporarily must be reported on an acceptable CCD as outlined in this memorandum.

Delivery Requirements and Transfers to Sufferance Warehouses

201. Cargo arriving by air should be reported to a type AA or AH air sufferance warehouse.

202. Unreleased air cargo may move on the original manifest from FPOA, to the stated destination primary warehouse that is licensed to receive air shipments, or to the CBSA port of export (as indicated on the manifest), without a re-manifest. Liability for duties and taxes on the unreleased goods will remain with the bonded carrier associated with the CCN on the manifest, regardless of the carrier that physically transports the goods. Cargo tracers, if required, and any penalties for cargo infractions, will be issued against the carrier associated with the CCN on the manifest.

203. Consolidated shipments consigned to a bonded freight forwarder and reported by the primary carrier at the FPOA, may be authorized by the CBSA to move directly to the freight forwarder CW type, sufferance warehouse. Refer to Memorandum D3-1-1, Policy Respecting the Importation and Transportation of Goods, or Memorandum D3-3-1, Freight Forwarder Pre-arrival and Reporting Requirements, for required conditions.

204. Cargo arriving by highway, rail, or marine service may be delivered directly to the airport provided:

  1. the cargo is to be shipped by air from the airport under an air cargo control document; or
  2. the cargo is to be exported by air from the airport under an air cargo control document where the cargo is to be delivered to a type AA, AH, or CW air sufferance warehouse that is licensed to receive the freight.

Post Arrival Changes

205. Clients have up to 30 days after the aircraft’s arrival to transmit electronic changes to pre-arrival cargo and split shipment reports.

206. These exceptions are limited to the following circumstances not otherwise accommodated by the system:

  1. contingency situations where clients are unable to transmit electronically and in advance (for additional information on contingency procedures for system outages, refer to paragraph 211 of this memorandum); and
  2. exceptional circumstances, as determined by the CBSA, in which a client is unable to make the post arrival changes electronically.

207. In the Yukon, Northwest Territories, and Nunavut (north of the 60° parallel), where the CBSA procedures are enforced by a party other than the CBSA, i.e. Royal Canadian Mounted Police (RCMP) officers or employees of a Canadian government organization, the form AG1, General Declaration (Outward/Inward) will be required for all flights in addition to any electronic notification that is required pre-arrival.

208. Data elements pertaining to cargo, and split shipment reports can be electronically corrected or deleted within 30 days post arrival. If corrections/deletions are required after 30 days, the form BSF673, House Bill, Cargo and Conveyance Manual Amendment- Form Post Arrival – All Modes must be completed and presented in duplicate to the local CBSA commercial office, only if the required corrections/deletions can no longer be made electronically post arrival.

209. Corrections/deletions to pre-arrival Conveyance reports will only be accepted electronically up to the EDTA transmitted on the Conveyance report. If corrections/deletions are required post EDTA, the BSF673, House Bill, Cargo and Conveyance Manual Amendment Form - Post Arrival – All Modes must be completed and presented in duplicate to the local CBSA commercial office.

Note: Carriers/freight forwarders have up to 90 days to present the correction request to the CBSA. Copies of this form can be found on the CBSA website.

Failure to Submit Pre-arrival Information

210. The CBSA requires complete information pertaining to all specified goods arriving in Canada. Where no pre-arrival information was not transmitted and no other exemption or exception exists, the carrier must transmit a cargo report as soon as it is discovered. Should the CBSA discover goods for which no pre-arrival data was transmitted, and for which no report was made to the CBSA, sanctions may be issued to the carrier for non-report.

Contingency Plan in the Event of System Failure

211. The CBSA System Outage Contingency Plan sets out the procedures for importing commercial goods in the event of a full CBSA system outage in all modes. Clients may contact the TCCU at 1-888-957-7224 for additional clarification.

Penalty Information

212. For information on administrative penalties, refer to Memorandum D22-1-1, Administrative Monetary Penalty System. Information on AMPS penalties is available on the CBSA external website.

213. Other administrative sanctions, such as the revocation of program privileges and penalties of Other Government Departments, may also be applicable.

Additional Information

214. For more information, within Canada call the Border Information Service at 1-800-461-9999. From outside Canada call 204-983-3500 or 506-636-5064. Long distance charges will apply. Agents are available Monday to Friday (08:00 – 16:00 local time / except holidays). TTY is also available within Canada: 1-866-335-3237.

Appendix A

Instructions for Completing the International Air Transport Association (IATA) Air Waybill

The following fields must be completed for CBSA use:

1. Airport of Departure

Indicate the IATA three-letter code of the airport of departure (or city when the airport is unknown).

2. Cargo Control Number

This number includes the carrier code and the cargo control number (CCN) assigned from the carrier's air waybill series. A CBSA assigned carrier code is made up of four characters (one alpha, two digits, and a hyphen) or will be the same as the carrier's IATA prefix code if the CBSA was able to match the IATA accounting code when the CBSA carrier code was assigned. This CCN cannot be duplicated for a one-year period.

3. Shipper's Name and Address

Indicate the complete name and address of the person or company shipping the goods.

4. Consignee's Name and Address

Indicate the complete name and address of the person or company importing the goods.

5. Handling Information

For transborder air shipments entering Canada in the service of a highway carrier, indicate in the “Handling Information” field the United States point of exit, that is, the United States point at which, or nearest to which the highway carrier transporting the goods crosses the border of the United States into Canada.

6. Number of Pieces

Indicate the quantity of goods being imported. If a number of goods are being reported, the number of packages must be totalled. In the case of bulk loads, e.g., unpackaged meat or bolts, one unit load device (ULD) is acceptable as a piece count.

7. Gross Weight

Indicate the weight of the shipment in pounds or kilograms. Weight must be totalled.

8. Nature and Quantity of Goods (including dimensions or volume)

Give an accurate, concise description of the goods in common trade terms, and note any marks imprinted on the packages or goods. When goods are consigned to a freight forwarder, "freight of all kinds" or "general merchandise" may be inserted in this field.

Notes:
All copies must be clearly stamped "In Bond" in lettering not smaller than 1.2 cm (½ inch) in height by the transferring carrier or freight forwarder.

When goods are consigned to a freight forwarder, the full details of each shipment (shipper, consignee, nature and quantity of goods) must be included on an attached list.

Appendix B

Instructions for completing the International Air Transport Association (IATA) Air Express Waybill

1. Cargo Control Number

This number consists of the CBSA assigned carrier code and the cargo control number (CCN) assigned from the carrier's air waybill series. This CCN cannot be duplicated for a one-year period.

2. Shipper's Account Number

This field for use by the shipper is optional.

3. From Shipper (Name)

Indicate the complete name and address of the person or company shipping the goods.

4. Consignee Account Number

This field for use by the carrier is optional.

5. To Consignee/Name/Company/Address

Indicate the complete name and address of the person or company importing the goods.

6. Location of Type of Service

In this box, the carrier may indicate the type of service and brand name or commercial description of the express products offered, and from which the shipper may select.

7. Handling Information

For transborder air shipments entering Canada in the service of a highway carrier, indicate in the “Special Handling” field the United States point of exit, that is, the United States point at which, or nearest to which the highway carrier transporting the goods crosses the border of the United States into Canada.

8. Number of Pieces

Indicate the quantity of goods being imported. If a number of goods are being reported, the number of packages must be totalled.

9. Gross Weight

Indicate the weight of the shipment in pounds or kilograms. Weight must be totalled.

10. Full and Complete Description of Contents (including dimensions or volume)

Give an accurate, concise description of the goods in common trade terms, and note any marks imprinted on the packages or goods.

References

Issuing office:

Transporter and Cargo Control Programs Unit
Program and Policy Management Division
Commercial Program Directorate
Commercial and Trade Branch

Headquarters file:
 
Legislative references:

Customs Act
Reporting of Imported Goods Regulations
Transportation of Goods Regulations
Accounting for Imported Goods and Payment of Duties Regulations
Temporary Importation (Excise Levies and Additional Duties) Regulations

Other references:

D1-2-1, D2-1-1, D2-5-1, D2-5-6, D2-5-11, D2-5-12, D3-1-1, D3-1-8, D3-3-1, D3-4-2, D5-1-1, D7-4-1, D7-4-2, D8-1-1, D8-1-9, D8-2-5, D8-2-16, D17-1-2, D17-1-4, D17-1-5, D17-4-0, D19 Memoranda series, D22-1-1, D23-2-1
Air Electronic Commerce Client Requirements Document (ECCRD)

Superseded memorandum D:

D3-2-1 dated

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