{"id":53661,"date":"2026-09-28T14:10:00","date_gmt":"2026-09-28T18:10:00","guid":{"rendered":"https:\/\/www.millerthomson.com\/?p=53661"},"modified":"2026-09-28T15:22:25","modified_gmt":"2026-09-28T19:22:25","slug":"transportation-operating-in-canadas-freight-logistics-and-transportation-sector","status":"publish","type":"post","link":"https:\/\/www.millerthomson.com\/en\/insights\/publications\/doing-business-in-canada\/transportation-operating-in-canadas-freight-logistics-and-transportation-sector\/","title":{"rendered":"Transportation: Operating in Canada&#8217;s freight, logistics, and transportation sector"},"content":{"rendered":"\n<p><strong>Who this is for: <\/strong>Operations directors, GCs, and compliance leads at foreign transportation companies, freight forwarders, load brokers, and warehouse operators entering the Canadian market, and foreign shippers and manufacturers that rely on Canadian carriers or logistics providers to move goods across the country or across the Canada\u2013US border. Responsibility for the regulation of road and rail transportation in Canada is divided between the federal government and the provinces, with territorial governments exercising transportation-related powers delegated by federal legislation. By contrast, the federal government has exclusive jurisdiction over air and marine transportation. This distinction affects licensing, insurance and employment obligations described in this article.<\/p>\n\n\n\n<p><strong>The operating assumption that creates the most compliance exposure: <\/strong>Foreign trucking companies entering Canada frequently assume that US Department of Transportation compliance and FMCSA registration are sufficient to operate in Canada. They are not, and the gap between that assumption and Canadian compliance reality is where the most common and most expensive problems arise: operating without a valid safety fitness certificate in Ontario or Quebec, misclassifying domestic movements as incidental international moves in violation of cabotage rules, or sending non-Canadian drivers on domestic point-to-point moves that Canadian immigration law expressly prohibits.<\/p>\n\n\n\n<p>The current cross-border trade environment adds urgency to this compliance picture. As of July 1, 2026, the United States did not agree to renew the Canada\u2014United States\u2013Mexico Agreement (CUSMA) in its current form, converting a stable long-term trade framework into an ongoing annual negotiation process. Had all three countries agreed to renew, CUSMA would effectively have received a fresh 16-year term extending certainty to 2042. Because the United States declined to renew, annual reviews are now required until the parties agree on an extension or the agreement reaches its sunset date of July 1, 2036. Although trucking companies, load brokers and forwarders continue to move or arrange for the movement of freight across the Canada\u2014US border, this new uncertainty is expected to reduce freight growth, trigger a renewed focus on supply-chain diversification, increase the need for customs and trade compliance, and cause shippers, carriers and logistics services providers to postpone major investment decisions.<\/p>\n\n\n\n<p>Notably, cross-border truck freight volumes between Canada and the US declined approximately 6-8% in the first half of 2026 compared to the prior year, while at the same time origin verification requirements are tightening. The regulatory environment for cross-border operations is more volatile than at any point since NAFTA&#8217;s replacement. Companies that treat Canadian transportation compliance as a static exercise risk being caught by rule changes that could significantly affect their operations.<\/p>\n\n\n\n<p><strong>In this article<\/strong>:<\/p>\n\n\n\n<div class=\"wp-block-columns is-layout-flex wp-container-core-columns-is-layout-28f84493 wp-block-columns-is-layout-flex\">\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<ul class=\"wp-block-list\">\n<li><a href=\"#jurisdiction\">Jurisdiction over transport matters<\/a><\/li>\n\n\n\n<li><a href=\"#motor-carriers\" type=\"internal\" id=\"#partnerships\">Motor carriers<\/a><\/li>\n\n\n\n<li><a href=\"#tax-transportation\" type=\"internal\" id=\"#tax-transportation\">Commodity taxes on transportation<\/a><\/li>\n\n\n\n<li><a href=\"#transport-service\">Transport service intermediaries<\/a><\/li>\n\n\n\n<li><a href=\"#commodity\">Commodity taxes<\/a><\/li>\n<\/ul>\n<\/div>\n\n\n\n<div class=\"wp-block-column is-layout-flow wp-block-column-is-layout-flow\">\n<ul class=\"wp-block-list\">\n<li><a href=\"#warehousing\">Warehousing operations<\/a><\/li>\n\n\n\n<li><a href=\"#cargo\">Cargo theft, double-brokering, and fraud<\/a><\/li>\n\n\n\n<li><a href=\"#cross-border\">Cross-border carriage of goods<\/a><\/li>\n\n\n\n<li><a href=\"#cbsa\">Canada Border Services Agency<\/a><\/li>\n\n\n\n<li><a href=\"#takeaways\">Key takeaways<\/a><\/li>\n<\/ul>\n<\/div>\n<\/div>\n\n\n\n<div class=\"wp-block-buttons is-layout-flex wp-block-buttons-is-layout-flex\">\n<div class=\"wp-block-button\"><a class=\"wp-block-button__link wp-element-button\" href=\"https:\/\/www.millerthomson.com\/en\/insights\/publications\/doing-business-in-canada\/\">Read more on Doing Business in Canada<\/a><\/div>\n<\/div>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\" id=\"jurisdiction\"\/>\n\n\n\n<h2 class=\"wp-block-heading\" style=\"padding-top:var(--wp--preset--spacing--medium)\">1. Jurisdiction over transport matters<\/h2>\n\n\n\n<p>The federal government oversees all national transportation, including air and marine modes of transportation, as well rail and road transportation for the carriage of goods and passengers across provincial or international boundaries (referred to as \u201c<strong>extra-provincial<\/strong>\u201d carriers). Each provincial government has jurisdiction over rail and road transportation within the boundaries of that jurisdiction, including shortline and industrial railways and intra-provincial motor carriers, while the territorial governments exercise similar powers as delegated by federal legislation.<\/p>\n\n\n\n<p id=\"motor-carriers\">The jurisdictional split has a direct operational consequence: a motor carrier operating exclusively within Ontario is provincially regulated under Ontario law, and it is required to conform to Ontario\u2019s provincial employment standards. However, it will be deemed to be a federally regulated extra-provincial motor carrier if its operations involve the regular and continuous movement of passengers or goods across provincial or international boundaries. As a federally-regulated company, the motor carrier must conform to the requirements of the <em>Canada Labour Code<\/em> rather than provincial employment standards, and there are some notable differences between the two legislative schemes. Foreign companies establishing Canadian transportation operations must determine from the outset whether their operations will be intra- or extra-provincial, because the answer determines which regulatory framework governs their employment standards and labour relations.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">2. Motor carriers<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">Carrier safety regulation<\/h3>\n\n\n\n<p>While the federal government has jurisdiction over extra-provincial motor carriers, Parliament has conferred federal administrative powers on provincial and territorial regulators to enact laws and regulations for the safe operation of commercial motor vehicles pursuant to the <a href=\"https:\/\/canlii.ca\/t\/7vbv\"><em>Motor Vehicle Transport Act<\/em><\/a> (Canada). As a result, each province and territory has developed its own carrier safety regulatory framework, which applies to both intra- and extra-provincial operators of trucks or tractor-trailer combinations with a registered gross vehicle weight or actual weight exceeding 4,500 kg, and buses with a seating capacity of more than 10 persons (collectively, \u201c<strong>commercial motor vehicles<\/strong>\u201d) that are registered and plated in that jurisdiction.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">National Safety Code<\/h3>\n\n\n\n<p>Federal, provincial and territorial transport regulatory authorities have jointly developed the <a href=\"https:\/\/www.ccmta.ca\/en\/national-safety-code\">National Safety Code<\/a> (the \u201c<strong>NSC<\/strong>\u201d), which sets minimum standards for the carrier safety programs in effect across Canada. There are currently 16 standards covering Single Driver Licence Concept; Knowledge and Performance Tests (Drivers); Driver Examiner Training Program; Driver Licensing Classification; Self-Certification Standards and Procedures; Determining Driver Fitness in Canada; Carrier and Driver Profiles; Short-Term Suspension; Commercial Vehicle Drivers Hours of Service; Cargo Securement; Maintenance and Periodic Inspection; CVSA On-Road Inspection; Trip Inspection; Safety Rating; Facility Audits; and Entry Level Training.<\/p>\n\n\n\n<p>The NSC itself does not have the force of law, although several of these standards have been incorporated by reference into provincial regulations. There continue to be some notable differences in provincial and territorial regulations; however, federal law does provide a uniform set of hours-of-service rules, and a mandatory electronic logging device requirement, which apply to all extra-provincial motor carriers.<\/p>\n\n\n\n<p>Foreign carriers should not assume that compliance with US hours-of-service rules satisfies Canadian requirements, while the frameworks are similar, they are not identical and the mandatory ELD requirements have specific Canadian technical specifications.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Safety fitness certificates<\/h3>\n\n\n\n<p>Each province and territory requires the operator of a single vehicle or a combination of vehicles that exceeds a registered gross weight or actual combined weight of 4,500kilograms to hold a valid safety fitness certificate, issued by the transport authorities of that jurisdiction, as confirmation that the operator has met the minimum safety standards required by law to operate commercial motor vehicles<sup data-fn=\"e6091462-d7b5-4938-9274-708f245f9b63\" class=\"fn\"><a href=\"#e6091462-d7b5-4938-9274-708f245f9b63\" id=\"e6091462-d7b5-4938-9274-708f245f9b63-link\">1<\/a><\/sup>. The <em><a href=\"https:\/\/laws-lois.justice.gc.ca\/eng\/acts\/m-12.01\/\">Motor Vehicle Transport Act<\/a><\/em> (Canada) provides that safety fitness certificates are valid for operation across Canada, but larger motor carriers with operations in various parts of the country typically hold multiple safety fitness certificates, issued by each province or territory where subfleets of their commercial motor vehicles are registered and plated.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Safety ratings<\/h3>\n\n\n\n<p>Provincial and territorial transport authorities monitor moving violations, preventable collisions, roadside inspections and convictions for safety-related offences over a 24-month period and record all such infractions, plus facility audit results, against each carrier\u2019s safety fitness certificate number to develop a profile, which in turn generates a safety rating (e.g.: Excellent, Satisfactory, Conditional or Unsatisfactory). Several provinces allow the public to access these safety ratings.<\/p>\n\n\n\n<p>A Conditional or Unsatisfactory safety rating can affect a carrier&#8217;s ability to obtain contracts with shippers and intermediaries, who increasingly require a minimum Satisfactory rating as a contractual condition. Foreign carriers establishing Canadian operations should closely monitor their compliance record and safety ratings on an ongoing basis.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Operating authorities<\/h3>\n\n\n\n<p>By January 1, 2006, all Canadian provinces and territories had fully deregulated private and for-hire trucking operations, eliminating the requirement for operating authorities. Operating authorities are still required in connection with passenger bus operations in some provinces (e.g.: British Columbia and Quebec).<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Foreign motor carriers<\/h3>\n\n\n\n<p>U.S. and Mexican motor carriers that hold valid USDOT numbers and meet the insurance requirements set out in the <a href=\"https:\/\/canlii.ca\/t\/7z1v\"><em>Motor Carrier Safety Fitness Certificate Regulations<\/em><\/a> (Canada) are generally permitted to operate anywhere in Canada. The exceptions are Ontario and Quebec, where they are also required to hold&nbsp;&nbsp; valid safety fitness certificates issued by the local transport authorities.<\/p>\n\n\n\n<p>Foreign carriers planning operations in Ontario or Quebec should apply for provincial safety fitness certificates before commencing operations in those provinces, the application process takes time and operating without a certificate constitutes a regulatory offence.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Drive for greater harmonization<\/h3>\n\n\n\n<p>On June 12, 2026, federal, provincial, and territorial transportation ministers signed a Memorandum of Understanding on Interprovincial Trucking, marking an important step toward reducing regulatory barriers and facilitating the more efficient movement of goods across Canada. The MOU commits governments to pursuing greater harmonization in several key operational areas, including Mandatory Entry-Level Training for commercial drivers, oversized and overweight vehicle permitting, long combination vehicle training requirements, and common standards governing signage, lighting, and escort vehicle requirements. Collectively, these initiatives are intended to improve regulatory consistency across jurisdictions and support a more seamless national transportation network.<\/p>\n\n\n\n<p>The MOU does not have the force of law and implementation timelines have not been confirmed for all measures. Foreign carriers planning Canadian operations should monitor developments under the MOU rather than assuming harmonized rules are already in effect.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Transportation of dangerous goods<\/h3>\n\n\n\n<p>The extra-provincial and cross-border transportation of dangerous goods is regulated under the <a href=\"https:\/\/canlii.ca\/t\/7vr6\"><em>Transportation of Dangerous Goods Act, 1992<\/em><\/a> (Canada) and the \u00a0<a href=\"https:\/\/canlii.ca\/t\/7xn4\"><em>Transportation of Dangerous Goods Regulations<\/em><\/a> (the \u201c<strong>TDGR<\/strong>\u201d). Requirements include training for the safe handling of dangerous goods, vehicle placarding, emergency response assistance plans, shipping documentation, packaging and labeling. In the interests of uniformity, the TDGR have been <a href=\"https:\/\/tc.canada.ca\/en\/dangerous-goods\/agreements-respecting-administration-transportation-dangerous-goods-act-1992\">adopted by reference into the regulations of all Canadian provinces and territories<\/a>, establishing the same safety requirements for the intra-provincial transportation of dangerous goods.<\/p>\n\n\n\n<p>Since October 2024, carriers that have a place of business in Canada and transport dangerous goods have been required to register in Transport Canada\u2019s Client Identification Database. Notably, this registration requirement applies equally to foreign carriers that transport dangerous goodsacross the Canadian border, if they have a place of business in Canada.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Other regulated commodities<\/h3>\n\n\n\n<p>The transportation of several other commodities are also regulated by federal, provincial and territorial governments:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">carriers of firearms, prohibited weapons, prohibited devices or prohibited ammunition anywhere within Canada or across Canadian border must hold a licence issued by the Royal Canadian Mounted Police;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">extra-provincial carriers transporting diesel, gasoline, aviation fuel or propane in bulk into or out of any province or territory are required to register with the finance ministry of that jurisdictions;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">conveyances used for the carriage of food products must comply with the <a href=\"https:\/\/canlii.ca\/t\/91rf\"><em>Safe Food for Canadians Regulations<\/em><\/a>; and<\/li>\n\n\n\n<li>carriers of hazardous waste are typically required to register with the environment ministries of the provinces and territories in which they operate.<\/li>\n<\/ol>\n\n\n\n<h3 class=\"wp-block-heading\">Equipment<\/h3>\n\n\n\n<p>Ownership of rolling stock (trucks, trailers and buses) is evidenced by vehicles registrations or permits, which are issued by the province or territory where the equipment is based. Most provinces have a dual-registration system, so that in the case of leased vehicles the permit would show the lessor as the vehicle owner, and the lessee as the plate\/registered owner. In the common law provinces and territories, secured creditors typically register financing statements under the <a href=\"https:\/\/canlii.ca\/t\/2m2\"><em>Personal Property Security Act<\/em><\/a> or local equivalent of the borrower\u2019s home jurisdiction, and if these registrations include the vehicle identification numbers, their liens will appear on title. In Quebec, security interests are created by means of a hypothec registered in the Register of Personal and Movable Real Rights\u00a0pursuant to the <a href=\"https:\/\/canlii.ca\/t\/z35\"><em>Civil Code of Qu\u00e9bec<\/em><\/a>.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Additional registrations for extra-provincial carriers<\/h3>\n\n\n\n<p>Motor carriers that operate across provincial boundaries or the Canada-U.S. border, whether foreign or domestic, should also hold the following registrations:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>International Fuel Tax Agreement (IFTA):<\/strong> Required for motor vehicles with two axles and a gross vehicle weight exceeding 11,797 kg, or vehicles used in combination with a combined gross vehicle weight exceeding 11,797 kg, operating in more than one IFTA jurisdiction.<\/li>\n\n\n\n<li><strong>International Registration (IRP):<\/strong> Required for vehicles used in interstate or interprovincial commerce with a combined registered weight exceeding 11,794 kg, or vehicles with three or more axles regardless of weight.<\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">Insurance requirements<\/h3>\n\n\n\n<p>Under the <a href=\"https:\/\/canlii.ca\/t\/7z1v\"><em>Motor Carrier Safety Fitness Certificate Regulations<\/em><\/a> (Canada), extra-provincial motor carriers are required to hold liability insurance coverage for bodily injury to or death of any person or loss of or damage to property of other persons, other than cargo, of at least:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">C$1,000,000 for each motor vehicle; and<\/li>\n\n\n\n<li>C$2,000,000 for each motor vehicle used to transport dangerous goods.<\/li>\n<\/ol>\n\n\n\n<p>Provinces may require higher amounts of insurance in connection with the transportation of passengers. In addition, provincial law requires trucking companies to hold sufficient cargo liability insurance to cover the value of shipments being transported. These are statutory minimums; however, many shippers and freight brokers require substantially higher insurance coverage as a contractual condition of tender. Foreign carriers should review their current insurance programs against both the statutory minimums and the commercial requirements of their Canadian customer base before accepting their first Canadian shipment.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Cargo loss or damage<\/h3>\n\n\n\n<p>The standard liability of a motor carrier in the event of loss of or damage to a shipment originating anywhere in Canada is the lesser of:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">the value of the goods at the time and place of shipment including freight and other charges, if paid; and<\/li>\n\n\n\n<li>C$4.41 per kilogram computed on the total weight of the shipment, unless a higher value is declared in the contract of carriage or on the face of the bill of lading, as applicable.<\/li>\n<\/ol>\n\n\n\n<p>Notwithstanding this default rule, shipper-carrier agreements or broker-carrier agreements will often include a clause wherein the carrier accepts liability for a higher amount, up to the full value of the goods. These clauses require careful wording to clearly express the intentions of both parties, and to waive the requirement for a value declaration. The <a href=\"https:\/\/canlii.ca\/t\/srw\"><em>Uniform Conditions of Carriage<\/em><\/a> provide that written notice of the loss, damage or delay&nbsp;setting out particulars of the origin, destination and date of shipment and the estimated amount claimed must be given to the carrier within 60 days after delivery or, in the case of failure to make delivery, within nine months after the date of shipment, and the final statement of the claim must be filed within nine months after the date of shipment, together with a copy of the paid freight bill.<\/p>\n\n\n\n<p id=\"tax-transportation\">These time limits are strictly enforced. Shippers and intermediaries that fail to provide timely notice or file timely claims lose may their right to recovery regardless of the merits of the underlying claim.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">3. Commodity taxes on transportation<\/h2>\n\n\n\n<p>Canada applies a federal value-added tax called the Goods and Services Tax (\u201c<strong>GST<\/strong>\u201d) to most transactions, including the sale of goods and the provision of services. The current GST rate is five percent. In addition, British Columbia, Saskatchewan and Manitoba impose a separate sales tax (\u201c<strong>PST<\/strong>\u201d), and Quebec imposes the Quebec Sales Tax (\u201c<strong>QST<\/strong>\u201d), which is charged in addition to GST. Ontario and the Atlantic provinces have combined their provincial retail sales taxes with the federal GST to form the Harmonized Sales Tax (\u201c<strong>HST<\/strong>\u201d) at rates which vary between 13 and 15 percent. Generally, companies carrying on business in Canada can recover any GST\/HST paid through input tax credits, and companies carrying on business in Quebec can recover any QST paid through input tax refunds.<\/p>\n\n\n\n<p>Both Canadian and non-resident businesses may be required to register for the GST\/HST, QST or PST, depending on&nbsp; where and how they carry on business. All Canadian sales taxes are paid by the recipient of the taxable transaction (e.g., the purchaser, customer, or client), while the supplier (e.g., the vendor, seller, or service provider) is ordinarily required to collect, remit, and report the tax. GST\/HST, QST and PST collected by a supplier is considered to be held in trust for the Crown until it has been duly accounted for and remitted to the applicable tax authority.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Taxes on equipment<\/h3>\n\n\n\n<p>Upon importation to Canada for use within the Canadian stream of commerce, rolling stock may be subject to customs duties \u2013 depending on the place of origin and any applicable free trade agreements \u2013 plus GST at the rate of five percent of the value for duty. In most provinces, at the time of purchase or registration with some exceptions, both new and used commercial motor vehicles and trailers are subject to PST, QST or HST. In the case of leased vehicles, these taxes are typically payable with each periodic lease payment.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Taxes on transportation services<\/h3>\n\n\n\n<p>There are unique rules governing the taxation of freight charges. In the case of intra-Canada shipments (i.e. domestic, point-to-point movements of cargo within Canada), carriers are required to charge and collect from shippers GST, HST or GST plus QST at the applicable rate, depending on the destination province or territory.<\/p>\n\n\n\n<p>International freight transportation services are \u201czero-rated\u201d for tax purposes, meaning that no tax is applied to the corresponding freight charges, provided the service involves:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>transportation of goods from a place in Canada to a&nbsp;place outside Canada, when the freight charge is C$5 or more;<\/li>\n\n\n\n<li>transportation of goods from a place outside Canada to a place in Canada; or<\/li>\n\n\n\n<li>transportation of goods from a place outside Canada to another place outside Canada, even if the goods pass through Canada.<\/li>\n<\/ul>\n\n\n\n<p id=\"transport-service\">When multiple interlining carriers take part in the supply of a freight transportation service but only one carrier invoices the customer, it is the invoicing carrier that is responsible for charging and collecting any applicable GST\/HST. The supplies of freight transportation services by the interlining carriers are zero-rated, meaning no tax is payable on the fee that the interlining carriers charge to the invoicing carriers.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">4. Transport service intermediaries<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">Regulatory requirements<\/h3>\n\n\n\n<p>In Canada, the services provided by transport service intermediaries, such as freight forwarders, shipping agents and load brokers, are generally unregulated, with the exception of those intermediaries carrying on business in Ontario or Quebec.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Ontario<\/strong> \u2013 Under s. 191.0.1(3) of Ontario&#8217;s <a href=\"https:\/\/canlii.ca\/t\/2fq\"><em>Highway Traffic Act<\/em><\/a>, freight charges received by a person arranging transportation by motor carrier are impressed with a statutory trust to the extent those amounts are payable to the carrier performing the transportation. Although the scope of the provision and the circumstances in which personal liability may arise have received limited judicial consideration, a failure to preserve and account for such trust funds may give rise to claims not only against the intermediary but, in appropriate cases, against directors and officers who knowingly participate in a breach of the trust obligation.<\/li>\n\n\n\n<li><strong>Quebec<\/strong> \u2013 Under s. 16 of Quebec&#8217;s <a href=\"https:\/\/canlii.ca\/t\/z1q\"><em>Act respecting owners, operators and drivers of heavy vehicles<\/em><\/a>, only companies that are duly registered as transport service intermediaries with the <em>Commission des transports du Qu\u00e9bec<\/em> (CTQ) may arrange for the carriage of goods by motor carrier. Failure to register with the CTQ may render the intermediary&#8217;s contracts unenforceable and deprive it of the right to recover its brokerage fees, even though the underlying carrier may remain entitled to payment for the transportation services performed.<\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">Common law considerations<\/h3>\n\n\n\n<p>Intermediaries are generally not liable for loss of or damage to cargo unless they have been negligent in the selection of the carrier, or in the transmission of instructions to the carrier. To avoid liability, intermediaries should exercise due diligence when engaging a motor carrier, to ensure that the carrier:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">holds a valid safety fitness certificate;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">has a safety rating that is at least \u201csatisfactory\u201d; and<\/li>\n\n\n\n<li>holds insurance coverage in amounts that align with statutory minimums, industry standards, or the customer\u2019s specific requirements, as applicable.<\/li>\n<\/ol>\n\n\n\n<p>Additionally, they must be sure to pass along any necessary handling instructions with regard to the cargo. Increasingly, however, shippers are requiring intermediaries to accept liability, by contract, for cargo loss, damage or delay.<\/p>\n\n\n\n<p>Increasingly, shippers are requiring intermediaries to accept contractual liability for cargo loss, damage, or delay, shifting the risk management obligation from the carrier to the intermediary. Foreign intermediaries entering the Canadian market should review their standard-form contracts to understand whether they are assuming carrier-equivalent liability.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Insurance requirements<\/h3>\n\n\n\n<p>There are no federal or provincial regulations placing any insurance requirements on transport service intermediaries that carry on business in Canada, but in practice, brokers and forwarders should hold, at a minimum:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Commercial General Liability (typically C$2 million to C$5 million per occurrence);<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Errors &amp; Omissions Coverage;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Contingent Cargo Liability \/ Freight Forwarders Legal Liability;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Cyber Insurance; and<\/li>\n\n\n\n<li>Crime \/ Employee Dishonesty Coverage.<\/li>\n<\/ol>\n\n\n\n<p id=\"commodity\">It may be prudent to hold other coverages, depending on the range of services provided by the intermediary.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">5. Commodity taxes<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">Acting for Canadian shippers<\/h3>\n\n\n\n<p>When a broker or freight forwarder acts solely as an agent for a Canadian shipper, where it arranges for the transportation of goods by a third party but accepts no liability for the transportation of the goods, it is required to charge the GST\/HST on its commission, whether the destination of the goods is domestic or international. However, when a broker or forwarder does accept liability for the transportation of goods, it is treated as a \u201ccarrier\u201d for tax purposes, and the rules described in above in Section 3 &#8211; <em>Taxes on Transportation Services<\/em> will apply to the fees charged by the intermediary.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Zero-rated services<\/h3>\n\n\n\n<p>The services of a broker or freight forwarder are zero-rated for tax purposes when:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">it acts solely as an agent for a non-resident shipper who is not registered for GST\/HST; or<\/li>\n\n\n\n<li id=\"warehousing\">the services relate to a zero-rated freight transportation service, such as a cross-border movement of cargo.<\/li>\n<\/ol>\n\n\n\n<h2 class=\"wp-block-heading\">6. Warehousing operations<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">Permits<\/h3>\n\n\n\n<p>Warehousing is largely unregulated in Canada, aside from provincial laws governing the issuance of warehouse receipts, and the applicable minimum standard of care that applies to warehouse operators. Note also that facilities handling certain types of commodities may require specific permits based on local rules and regulations.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Liens<\/h3>\n\n\n\n<p>Warehouse operators generally have possessory lien rights on stored goods for unpaid charges, as codified in the laws of various provinces and the <em>Civil Code of Qu\u00e9bec<\/em>. In most provinces, operators can sell the goods to recover payments for services subject to certain procedural requirements. By contrast, Quebec law only contemplates a right of retention, allowing the warehouse operator to hold the goods until payment is received. Quebec law only contemplates a right of retention, the warehouse operator may hold goods until payment is received but does not have the right to sell them as in common law provinces. Foreign warehouse operators establishing Quebec facilities should not assume that their standard lien enforcement procedures work in Quebec.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Liability<\/h3>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Common law provinces \u2013 <\/strong>In the common law provinces and territories (i.e. all of Canada except Quebec), a warehouse operator is generally only liable for loss of or damage to goods caused by its failure to meet the applicable standard of care, which is typically described as such care and diligence in regard to the stored goods as a careful and vigilant owner of similar goods would exercise under similar circumstances. Warehouse operators can limit their liability for breach of this standard through contract or in the terms set out in its warehouse receipt, such as by introducing a \u201cshrinkage allowance\u201d, a liability cap, or both.<\/li>\n\n\n\n<li><strong>Quebec <\/strong>\u2013 In Quebec, liability depends on the type of contract: (i) for gratuitous deposit, where no storage fees are charged, the operator has an obligation of means and the customer bears the burden of proving loss was caused by the operator; (ii) for onerous contracts, where storage fees are payable to the operator, the operator is held to an obligation of results and is deemed liable for any loss except <em>force majeure<\/em>. The shift in burden of proof between gratuitous and onerous contracts in Quebec is a material commercial distinction, foreign warehouse operators should confirm which regime applies to each Quebec customer relationship and price their liability exposure accordingly.<\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">Insurance requirements<\/h3>\n\n\n\n<p>There are no federal or provincial regulations placing any insurance requirements on warehouse operators that carry on business in Canada, but in practice, they should hold, at a minimum:<\/p>\n\n\n\n<ol style=\"list-style-type:lower-roman\" class=\"wp-block-list\">\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Commercial General Liability (typically C$2 million to C$5 million per occurrence);<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Errors &amp; Omissions Coverage;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Warehouse Legal Liability;<\/li>\n\n\n\n<li style=\"padding-bottom:var(--wp--preset--spacing--x-small)\">Cyber Insurance; and<\/li>\n\n\n\n<li id=\"cargo\">Crime \/ Employee Dishonesty Coverage.<\/li>\n<\/ol>\n\n\n\n<h2 class=\"wp-block-heading\">7. Cargo theft, double-brokering, and fraud<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">Cargo theft and fraud<\/h3>\n\n\n\n<p>Cargo theft and fraud are becoming increasingly common in the transport and logistics industry, particularly with respect to products that are in high demand, such as pharmaceuticals, electronics and alcohol. In Canada, we are less likely to see cargo trucks being hijacked or similar aggressive methods, but rather theft from locations such as parking lots, unauthorized persons posing as delivery drivers, or inside jobs where employees at warehouses, trucking companies or load brokers are involved in facilitating the cargo theft. Foreign carriers and intermediaries entering the Canadian market should implement cargo security protocols from their first Canadian shipment, the theft risk is not limited to high-value cargo categories and the financial and reputational consequences of a cargo theft claim in a new market can be disproportionate to the value of the goods.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Double-brokering<\/h3>\n\n\n\n<p id=\"cross-border\">Double-brokering may occur in circumstances where the engagement of a third-party carrier to perform the transportation has not been authorized by the shipper or broker. In such cases, it is common for the shipper to pay the broker or carrier, as applicable; however, in some instances, the broker or carrier does not pass along monies that are owed to the actual delivering carrier. In these cases, the delivering carrier may attempt to recover payment from the shipper or its customers. Canadian jurisprudence on these cases are very fact specific, and there can be compelling arguments made in favour of both the shipper\/broker and the actual delivering carrier, depending on the circumstances. The written arrangements between the parties, an objective assessment of their reasonable expectations, and their actual behaviour in the performance of these transactions, could all have a direct impact on which party, if any, is ultimately liable for the payment of freight charges to the delivering carrier, and whether or not one of those parties would end up having paid twice for the same shipment. Foreign intermediaries should include express prohibitions on sub-brokering in their carrier agreements and implement carrier identity verification processes to reduce double-brokering exposure.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">8. Cross-border carriage of goods<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">The current cross-border environment<\/h3>\n\n\n\n<p>Cross-border trucking between Canada and the US is operating in a more complex and volatile regulatory environment in 2026 than at any point since CUSMA replaced NAFTA. As of July 1, 2026, the United States did not agree to renew CUSMA in its current form. Most \u2013 but not all \u2013 CUSMA-compliant goods continue to move duty-free, but origin verification requirements are tightening, border crossing scrutiny is increasing, and with supply chain disruptions and an uncertain investment environment, freight volumes on Canada\u2014US lanes declined approximately 6-8% in the first half of 2026.<\/p>\n\n\n\n<p>The June 3, 2026 Executive Order, <em>Strengthening Customs Enforcement<\/em>, directs US Customs and Border Protection and the Department of Homeland Security to significantly tighten importer-of-record (IOR) eligibility requirements. Among other things, the Order contemplates:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>higher bond requirements;<\/li>\n\n\n\n<li>minimum domestic asset requirements;<\/li>\n\n\n\n<li>expanded ownership and beneficial ownership disclosures;<\/li>\n\n\n\n<li>additional importer reporting obligations;<\/li>\n\n\n\n<li>enhanced scrutiny of foreign or non-resident importers; and<\/li>\n\n\n\n<li>restrictions on the ability of foreign IORs to operate without satisfying additional compliance requirements.<\/li>\n<\/ul>\n\n\n\n<p>Many of these changes will be implemented through future CBP rulemaking over the next several months, but the policy direction is clear: CBP intends to increase accountability and financial responsibility for importers. Cross-border carriers and forwarders can expect increased secondary inspections and considerable border delays during the implementation of these new measures, which may warrant a review of contractual commitments to build in additional transit time, an allocation of risk for shipments that are denied entry to the US, and a clear statement regarding responsibility for any added costs arising from border delays.<\/p>\n\n\n\n<p>Motor carriers and intermediaries must treat compliance with import\/export and recordkeeping requirements as an ongoing operational obligation, not a one-time setup task.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Driver requirements<\/h3>\n\n\n\n<p>U.S. truck drivers must hold a valid passport or Free and Secure Trade (\u201c<strong>FAST<\/strong>\u201d) card, and a valid commercial driver\u2019s licence (\u201c<strong>CDL<\/strong>\u201d) to operate across the border into Canada. The CDL must not have a code V restriction, which would indicate that the driver is not permitted to operate in Canada for medical reasons. Mexican truck drivers must hold a valid passport or FAST card, and a valid <em>Licencia Federal de Conductor<\/em> issued by the <em>Secretar\u00eda de Comunicaciones y Transportes SCT<\/em> that is suitable for the type of vehicle being operated. Drivers from both countries must meet Canada\u2019s general admissibility requirements (including with regard to criminal records, health considerations, misrepresentation and security concerns), failing which they may be refused entry to Canada.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Cabotage restrictions<\/h3>\n\n\n\n<p>While the <a href=\"https:\/\/www.international.gc.ca\/trade-commerce\/trade-agreements-accords-commerciaux\/agr-acc\/cusma-aceum\/text-texte\/toc-tdm.aspx?lang=eng\">Canada-United States-Mexico Agreement<\/a> (\u201c<strong>CUSMA<\/strong>\u201d) permits U.S. and Mexican truck drivers to perform cross-border movements of cargo between the United States and Canada, or between Mexico and Canada: (i) Canadian immigration law strictly prohibits non-Canadian drivers from transporting cargo on a domestic, point-to-point basis within Canada; and (ii) Canadian customs legislation strictly prohibits the use of equipment that is registered and plated in any jurisdiction other than a Canadian province or territory for such domestic movements within Canada. All domestic transportation services are reserved solely for Canadian resident drivers and Canadian-plated equipment, and there are very few exceptions to these rules.<\/p>\n\n\n\n<p>Cabotage violations carry significant consequences: fines, seizure of equipment, and potential exclusion from future Canadian operations. The distinction between a permitted incidental move and a prohibited cabotage move is fact-specific and the rules are actively enforced at the border.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Permitted incidental movement<\/h3>\n\n\n\n<p>Domestic, point-to-point movements within Canada by foreign-based conveyances are allowed where:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>the transportation is incidental to the international traffic of the goods;<\/li>\n\n\n\n<li>the transportation does not occur outside the territorial limits of Canada; and<\/li>\n\n\n\n<li>the conveyance has not entered Canada for the purpose of an in-transit movement through Canada to a point outside Canada.<\/li>\n<\/ul>\n\n\n\n<p>Only one incidental move can be made per international trip. Additionally, only minor deviations can be made from the international route and the incidental move must occur immediately before or after the international move.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Immigration laws<\/h3>\n\n\n\n<p>Note that even though the permitted incidental moves described above might be in compliance with customs laws regarding conveyances, non-Canadian drivers are prohibited from performing any domestic moves within Canada, including any of the permitted incidental moves described above, unless they hold a valid work permit.<\/p>\n\n\n\n<p id=\"cbsa\">This is one of the most common compliance failures for US carriers operating in Canada: the customs rule allows a foreign-registered truck to be used in the performance of an incidental domestic movement; however, the immigration rule strictly prohibits a non-Canadian driver from operating it on that domestic leg without a work permit. Both rules must be satisfied simultaneously.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">9. Canada Border Services Agency (\u201cCBSA\u201d)<\/h2>\n\n\n\n<p>All carriers transporting goods into Canada must hold a carrier code issued by the CBSA, which must appear on all cargo control documents. Highway carriers may be bonded or non-bonded; non-bonded carriers must have all shipments released at the first port of arrival, while bonded carriers that have posted financial security with the CBSA (ranging from C$5,000 to C$25,000) may transport in-bond goods beyond the first port of arrival.<\/p>\n\n\n\n<p>The ACI\/eManifest program requires highway carriers to transmit cargo and conveyance information to CBSA at least one hour prior to arrival at the first port of entry. Freight forwarders must transmit house bills within mode-specific timeframes. Data must be true, accurate, and complete, supported by source documentation available on request. Carriers and forwarders must retain copies of all invoices, bills, accounts, and statements related to transported goods for three complete calendar years plus the current year.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Trusted trader programs<\/h3>\n\n\n\n<p>Partners in Protection (\u201c<strong>PIP<\/strong>\u201d) is a trusted trader program administered by CBSA, which aims to enhance border and trade chain security. PIP is largely harmonized with the U.S. Customs-Trade Partnership Against Terrorism (\u201c<strong>CTPAT<\/strong>\u201d) program, and is similar to authorized economic operator (\u201c<strong>AEO<\/strong>\u201d) programs in other countries. PIP is a purely voluntary program, but it is generally viewed as providing valuable benefits, which could translate into reduced (or less frequent) scrutiny of shipments at Canadian ports of entry. Participation in PIP is restricted to candidates who meet all applicable background checks and security investigations, and fulfil other applicable eligibility requirements. Canada has entered into mutual recognition agreements with the United States,&nbsp; the European Union, Japan, Korea, Singapore, Mexico, Israel, Australia, Hong Kong, New Zealand and Peru with regard to their respective AEO programs.<\/p>\n\n\n\n<p>Many shippers and freight forwarders \/ load brokers will choose to only utilize carriers that are registered in PIP. Another trusted trade program, Free And Secure Trade (\u201c<strong>FAST<\/strong>\u201d) is jointly administered by U.S. Customs &amp; Border Protection and CSBA, which allows for faster and more efficient border clearance with minimal documentation, including access to dedicated lanes and booths at designated ports of entry. To use FAST lanes at land border crossings into Canada, both the motor carrier and the importers whose goods are on board the vehicle must be authorized under the&nbsp;PIP&nbsp;program. The driver of the vehicle must hold a valid FAST card or&nbsp;Commercial Driver Registration Program&nbsp;card.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Non-resident withholding taxes<\/h3>\n\n\n\n<p>Generally, services rendered in Canada by U.S. truck drivers are not taxable in Canada under the&nbsp;<a href=\"https:\/\/www.canada.ca\/en\/department-finance\/programs\/tax-policy\/tax-treaties\/country\/united-states-america-convention-consolidated-1980-1983-1984-1995-1997-2007.html\"><em>Convention Between Canada and the United States of America with respect to Taxes on Income and on Capital<\/em>&nbsp;<\/a>(the \u201c<strong>Convention<\/strong>\u201d), as referenced in Article XV, Section&nbsp;3 of the Convention for employees, and Article&nbsp;VIII, Section&nbsp;4 of the Convention for subcontractors. Nonetheless, Canada Revenue Agency (the \u201c<strong>CRA<\/strong>\u201d) currently asserts that:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>pursuant to section&nbsp;102 of the&nbsp;<a href=\"https:\/\/www.canlii.org\/en\/ca\/laws\/regu\/crc-c-945\/latest\/crc-c-945.html\"><em>Income Tax Regulations<\/em><\/a>, carriers are required to withhold from the wages payable to non-resident employee drivers on account of services performed in Canada, an amount that is based on the typical Canadian payroll source deductions for combined federal and provincial income taxes in the applicable province(s) and territory(ies) in which the transport service is rendered; and<\/li>\n\n\n\n<li>pursuant to section&nbsp;105 of the&nbsp;<em>Income Tax Regulations<\/em>, carriers are required to withhold 15 percent from the fees payable to independent contractors on account of services performed in Canada.<\/li>\n<\/ul>\n\n\n\n<p id=\"takeaways\" style=\"padding-bottom:var(--wp--preset--spacing--medium)\">In this context, \u201cservices performed in Canada\u201d includes any portions of a cross-border trip that take place within Canada.&nbsp; Non-resident drivers and contractors can seek reimbursement by filing returns with the CRA in reliance on the Convention. A more practical approach is for non-resident drivers and contractors to obtain waivers from the CRA, which the motor carrier must retain for production on audit. Motor carriers can also seek designation as a Qualified Non-Resident Employer, which eliminates the withholding requirement for employee drivers. The Qualified Non-Resident Employer designation requires advance application to the CRA and approval before withholding is stopped, carriers should not cease withholding on the assumption that the designation will be granted.<\/p>\n\n\n\n<div class=\"wp-block-group has-base-2-background-color has-background is-layout-constrained wp-container-core-group-is-layout-8217c53c wp-block-group-is-layout-constrained\" style=\"padding-top:var(--wp--preset--spacing--medium);padding-right:var(--wp--preset--spacing--medium);padding-bottom:var(--wp--preset--spacing--medium);padding-left:var(--wp--preset--spacing--medium)\">\n<h2 class=\"wp-block-heading\">Key takeaways<\/h2>\n\n\n\n<ul class=\"wp-block-list\">\n<li>Motor carriers that have commercial motor vehicles registered and base-plated in one or more Canadian provinces or territories must hold a safety fitness certificate issued by the transport authority of each of those jurisdictions.<\/li>\n\n\n\n<li>US or Mexican motor carriers that wish to perform cross-border movements into Canada must hold a valid USDOT number. In addition: (i) to operate into or through Ontario, they must also hold a valid Ontario safety fitness certificate, referred to as a Commercial Vehicle Operator Registration or CVOR, issued by the provincial Ministry of Transportation, and (ii) to operate into or through Quebec, they must also hold a valid Quebec safety fitness certificate, in the form of registration with the CTQ as an Owner and\/or Operator of Heavy Vehicles.<\/li>\n\n\n\n<li>Cabotage rules are strictly enforced. Non-Canadian drivers cannot perform domestic point-to-point moves in Canada regardless of whether the equipment move itself is permitted. Both the customs rule and the immigration rule must be satisfied simultaneously.<\/li>\n\n\n\n<li>The cross-border trade environment is more volatile in 2026 than at any point since CUSMA replaced NAFTA. Origin verification requirements are tightening, and non-resident importers face significant new restrictions and requirements with regard to exports to the US. Ensure that the risk of border delays and related costs are properly addressed in all transport service contracts. Treat compliance with import\/export and recordkeeping requirements as an ongoing operational discipline, not a one-time setup task.<\/li>\n\n\n\n<li>Quebec is a separate regulatory environment for transportation. Transport service intermediaries must register with the <em>Commission des transports du Qu\u00e9bec<\/em>. Standard-form contracts must be available in French. Law 25 privacy obligations apply to personal information of Quebec residents. The Civil Code governs security interests in rolling stock, warehouse liability, and cargo claims differently from common law provinces.<\/li>\n\n\n\n<li>Obtain workers&#8217; compensation clearance certificates before engaging service providers. Failure to do so can expose your company to liability for injuries sustained by the service provider&#8217;s personnel.<\/li>\n\n\n\n<li>Cargo claim time limits are strictly enforced. Written notice must be given within 60 days of delivery. Final claims must be filed within nine months of shipment. Missing these deadlines may extinguish the right to recovery.<\/li>\n\n\n\n<li>The Qualified Non-Resident Employer designation must be obtained before stopping withholding on non-resident employee driver wages. Apply to the CRA in advance, do not cease withholding on the assumption that the application will be approved.<\/li>\n<\/ul>\n<\/div>\n\n\n\n<h2 class=\"wp-block-heading\" style=\"padding-top:var(--wp--preset--spacing--medium)\">How Miller Thomson can help<\/h2>\n\n\n\n<p>Operating in Canada&#8217;s transportation, logistics, and warehousing sector involves navigating a layered matrix of federal and provincial regulatory requirements that differ by mode of transportation, by province of operation, and by whether the carrier operates intra- or extra-provincially. These is near, but not total, uniformity in these regulatory requirements across the country, and many of these requirements have a Quebec-specific dimension that requires civil law expertise that firms without genuine Quebec capacity cannot provide.<\/p>\n\n\n\n<p>Miller Thomson&#8217;s transportation and logistics team advises foreign carriers, freight forwarders, load brokers, and warehouse operators on the full spectrum of Canadian transportation compliance, from safety fitness certification and carrier code registration through cabotage compliance, cargo liability, cross-border customs obligations, Quebec-specific requirements, employment standards, and workers&#8217; compensation. Our national presence means we can address the intersection of transportation regulation with Quebec&#8217;s civil law, French language obligations, and privacy regime simultaneously.<\/p>\n\n\n\n<p>Speak with a <a href=\"https:\/\/www.millerthomson.com\/en\/industries\/transportation-logistics\/\">Miller Thomson Transportation &amp; Logistics lawyer<\/a> about your Canadian market entry.<\/p>\n\n\n\n<hr class=\"wp-block-separator has-alpha-channel-opacity\"\/>\n\n\n<ol class=\"wp-block-footnotes\"><li id=\"e6091462-d7b5-4938-9274-708f245f9b63\">There are two notable exceptions to this rule. The provinces of Saskatchewan and Alberta permit the operation of any truck or tractor-trailer combination with a registered gross vehicle weight or actual weight of up to 11,793 kg without a safety fitness certificate, provided the operations are strictly confined to intra-provincial movements. <a href=\"#e6091462-d7b5-4938-9274-708f245f9b63-link\" aria-label=\"Jump to footnote reference 1\">\u21a9\ufe0e<\/a><\/li><\/ol>\n\n\n<p><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Who this is for: Operations directors, GCs, and compliance leads at foreign transportation companies, freight forwarders, load brokers, and warehouse operators entering the Canadian market, and foreign shippers and manufacturers that rely on Canadian carriers or logistics providers to move goods across the country or across the Canada\u2013US border. Responsibility for the regulation of road [&hellip;]<\/p>\n","protected":false},"author":5,"featured_media":56091,"parent":53629,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":"[{\"content\":\"There are two notable exceptions to this rule. The provinces of Saskatchewan and Alberta permit the operation of any truck or tractor-trailer combination with a registered gross vehicle weight or actual weight of up to 11,793 kg without a safety fitness certificate, provided the operations are strictly confined to intra-provincial movements.\",\"id\":\"e6091462-d7b5-4938-9274-708f245f9b63\"}]"},"categories":[632],"insight-format":[742],"class_list":["post-53661","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-publications"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Transportation: Operating in Canada&#039;s freight, logistics, and transportation sector | Miller Thomson<\/title>\n<meta name=\"description\" content=\"Read about the licensing, cabotage, safety, customs, and compliance requirements for carriers and logistics providers operating in Canada.\" \/>\n<meta name=\"robots\" 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