Cross-border issues have always been important to the trucking industry because the U.S. is Canada's largest trading partner and 70 percent (by value) of all trade with the U.S. is transported via truck. However, border issues took on new meaning following the September 11, 2001 terrorist attacks in the U.S. as security became the watchword.
Hours of Service Flexibility
In the wake of the September 11, 2001 terrorist attacks, the provincial trucking associations, led by the Canadian Trucking Alliance (CTA) and the American Trucking Associations, successfully lobbied the U.S. and Canadian federal governments to exercise flexibility in the enforcement of hours of service limits to give drivers time to reach their destination or rest stop.
Bilateral Border Policy
CTA and the provincial trucking associations are continuing to promote a bilateral border security model. CTA has been at the forefront of efforts to ensure improved security and the efficient movement of low-risk people and freight across the border by lobbying for a bilateral approach to border and security management.
Canada Customs Self-Assessment Program
The Customs Self-Assessment (CSA) program is one result of a consultation process that began in October 1998 on how to improve Customs' processes. CSA, which was introduced in December 2001, involves quick border release of low-risk commodities from the U.S. by pre-approved importers and carriers, who can file trade data and revenue reports from their business systems. BCTA has worked closely with the Canadian Trucking Alliance (CTA) on the industry's response to this initiative as it progressed. In particular, BCTA suggested improvements for the LTL component of the program.
Canada Customs Driver Registration Program
Even prior to September 11, Canada Customs had developed a Driver Registration Program for "low-risk" cross-border drivers that consists of the issuance of a photo ID card after a thorough background check, including an interview. This program was designed so that, in the future Customs officers could focus on drivers who had not been checked. This program is a valuable tool that is available for cross-border carriers.
Canada Customs Carrier Codes
In conjunction with the Canadian Trucking Alliance (CTA), BCTA convinced Canada Customs to continue to allow owner-operators and sub-contractors to use the primary carriers' Canada Customs Carrier Code. If BCTA had been unsuccessful, carriers would have had to have their paperwork manually processed for entry into Canada at the border, rather than using electronic means.
Canada Customs Administrative Monetary Penalty System (AMPS)
Canada Customs also introduced the Administrative Monetary Penalty System (AMPS) in late 2001 for complete phase-in on April 2002. Canada Customs has since extended the phase-in stage until October 2002. At BCTA's recommendation, during its phase-in Canada Customs is issuing AMPS warnings and will be reviewing the number and types of warnings that carriers are getting prior to real penalties being assessed. The purpose of the review process is to ensure that penalties are fair and reflect the severity of infractions.