Gordie Howe Bridge Opens: Canadian Customs Agent Workflow Shifts Begin

Key Takeaways

• The Gordie Howe bridge adds CBSA commercial processing capacity but does not resolve underlying trade disputes that drive duty calculations.
• Importers using the new crossing must confirm their carrier’s PARS approval and lane assignments before routing freight.
• Unresolved softwood lumber and steel tariff disputes mean CAD filings still require case-by-case SIMA and safeguard duty review regardless of which bridge is used.
• Drayage and clearance timing at the new crossing will stabilize over the next six months as CBSA staffing and ACE integration mature.

New crossing, same clearance rules

The Gordie Howe International Bridge opened to commercial traffic July 27, 2024, adding a fourth major Canada-US crossing in the Windsor-Detroit corridor. For importers and Canadian customs agents, the new span means additional CBSA processing capacity and potential drayage routing options. It does not change the underlying customs clearance procedures, duty calculations, or trade policy disputes that define cross-border freight movement.

The Canadian Trucking Alliance used the bridge opening to call for resolution of ongoing trade disputes between Canada and the United States. Those disputes include softwood lumber combined duties under SIMA, steel safeguard measures, and periodic tariff threats. A new bridge does not resolve those issues. It does, however, shift where and how some freight clears CBSA.

PARS and ACE integration at the new port

Commercial imports entering Canada through the Gordie Howe bridge still use the Pre-Arrival Review System. Carriers must transmit cargo control data to CBSA via ACE eManifest before the truck arrives at primary inspection. CBSA officers review the PARS data, assign a risk score, and either grant release prior to payment or flag the shipment for examination.

The new crossing is staffed with CBSA officers and has dedicated commercial lanes, but actual processing times will stabilize over the next several months as staffing levels, lane assignments, and carrier familiarity mature. Importers routing freight through the new bridge should confirm their carrier has PARS approval and understands the specific lane protocols CBSA has set for the port.

From a brokerage perspective, the bridge does not introduce new filing requirements. CAD submissions go through the CARM Client Portal regardless of which physical crossing the shipment uses. Release prior to payment still requires sufficient RPP bond coverage. CBSA still has authority to examine shipments under Customs Act section 99. The bridge is infrastructure, not policy change.

Trade disputes and duty calculations

The CTA’s call for trade dispute resolution is relevant because unresolved tariff conflicts directly affect the duty calculations customs agents file on every CAD. Softwood lumber shipments from the U.S. currently face combined countervailing and anti-dumping duties that range from roughly 8% to over 30%, depending on the producer and the most recent SIMA determination. Steel imports may trigger safeguard measures or country-specific AD margins. Those calculations apply regardless of whether the freight crossed at Ambassador Bridge, Blue Water Bridge, or the new Gordie Howe span.

A Canadian customs agent filing a CAD for a softwood lumber shipment must review the current SIMA duty rates, confirm the U.S. exporter, apply the correct combined duty percentage, and calculate the total amount payable. If the importer has posted insufficient RPP bond security to cover that duty, CBSA will not release the goods until the shortfall is addressed. The bridge does not change that workflow.

For importers claiming CUSMA preferential tariff treatment, the same origin verification requirements apply. CBSA can request a certification of origin at any time within four years of importation. If the importer cannot provide a valid certification, CBSA will deny the claim and assess MFN duty plus interest. That risk exists at every port of entry.

Drayage and warehouse timing considerations

The Gordie Howe bridge gives carriers a new routing option, which may reduce congestion at Ambassador Bridge during peak periods. For importers moving freight to an inland sufferance warehouse such as FENGYE’s Montreal facility, the bridge does not eliminate the need for proper in-bond documentation or cargo control procedures. Bonded shipments still require a cargo control document and movement authorization from CBSA, regardless of entry port.

Drayage timing depends on carrier schedules, CBSA processing speed, and whether the shipment is flagged for examination. A PARS shipment that clears without examination may be released within hours. A shipment flagged for physical exam or lab analysis can sit for days. The new bridge does not accelerate CBSA examination timelines. It simply adds capacity to handle more simultaneous clearances.

From a compliance standpoint, importers should confirm their drayage carrier understands the specific CBSA protocols at the Gordie Howe port and has updated their route planning accordingly. Mixing up lane assignments or failing to transmit PARS data correctly will delay clearance regardless of how modern the physical infrastructure is.

What importers should confirm now

If you plan to route freight through the Gordie Howe bridge, confirm the following with your carrier and broker:

• Carrier has PARS approval and ACE eManifest transmission capability for the new port code.
• RPP bond coverage is sufficient for the anticipated duty and GST liability, including any SIMA or safeguard duties that apply to your commodity.
• CAD filing will include the correct HS 6-digit classification and origin claim. Incorrect HS codes or unsupported CUSMA claims will trigger CBSA review and potential AMPS penalties.
• Drayage schedule accounts for potential CBSA examination delays, especially during the first few months as processing volumes ramp up.

The bridge is a welcome addition to Canada-US commercial infrastructure. It does not, however, resolve the trade policy disputes that drive duty calculations, CBSA verification audits, or the underlying compliance obligations every importer faces.

A new span, not new policy

The Gordie Howe bridge increases physical capacity for cross-border freight movement. It does not change CBSA clearance procedures, CAD filing requirements, RPP bond rules, or the duty rates that apply to imports from the United States. Customs agents and importers will use the new crossing as part of the existing PARS and CARM framework, under the same Customs Act authority CBSA has enforced for decades.

The CTA is correct that resolving trade disputes would simplify duty calculations and reduce uncertainty for importers. Until those disputes are settled, every CAD filing for softwood lumber, steel, or other affected commodities requires case-by-case review of the current SIMA margins, safeguard measures, and applicable tariff treatment. That review happens in the broker’s office, not at the bridge.

If you’re routing freight through the new crossing and need clarity on CBSA procedures, duty calculations, or RPP bond sizing, get in touch. We file CADs through the Gordie Howe port and every other Canada-US crossing daily.

Frequently Asked Questions

Does the Gordie Howe bridge change CBSA customs clearance procedures for commercial imports?

No. The bridge is a new physical crossing, but commercial imports still clear through CBSA’s CARM system using the same CAD filing, PARS advance data, and release prior to payment procedures. CBSA officers at the new port of entry enforce the same Customs Act requirements as Ambassador Bridge or Blue Water Bridge.

How long does PARS clearance take at the Gordie Howe bridge?

CBSA processes PARS shipments within minutes to hours of cargo control document arrival, depending on risk score and staffing levels. The new crossing is staffed to handle commercial volume, but actual clearance time varies by commodity, origin country, and whether CBSA flags the shipment for examination under Customs Act section 99.

Do I still need to post an RPP bond to clear freight at the new bridge?

Yes. If you import on a release prior to payment basis, CBSA requires sufficient financial security to cover duties and GST before releasing goods. The Gordie Howe bridge does not waive RPP bond requirements. Minimum bond amounts are set by CBSA and typically start at CAD 25,000 for smaller importers, scaling with annual import volume.

Will the new bridge reduce cross-border delays caused by trade disputes?

No. Physical infrastructure does not resolve tariff policy. Softwood lumber imports from the U.S. still face combined countervailing and anti-dumping duties under SIMA, and steel products may trigger safeguard measures. Those duty calculations apply regardless of which crossing the freight uses.

Can I route temperature-controlled or bonded cargo through the Gordie Howe bridge?

Yes, but confirm your carrier has approval and your broker has filed PARS data correctly. Bonded shipments moving to an inland sufferance warehouse (such as FENGYE’s Montreal facility) still require a cargo control document and in-bond movement authorization from CBSA, regardless of entry port.

Does using the Gordie Howe bridge affect CUSMA origin claims?

No. CUSMA origin verification requirements are the same at every Canadian port of entry. If you claim preferential tariff treatment, you must have a valid certification of origin and be prepared to provide it during a CBSA verification whether you cross at Gordie Howe, Ambassador, or any other bridge.

Source: Inside Logistics