travel changing tag invented in canada

19 Famous Things Invented in Canada

The good people of Canada are responsible for many inventions you use every day. Especially if you're someone who plays Trivial Pursuit in a Wonderbra while eating peanut butter smeared on McIntosh apples.

1. Peanut Butter

Montreal pharmacist Marcellus Gilmore Edson envisioned his nutty ointment-like product, patented in 1884, as a food option for people who couldn't chew. Or for, you know, everyone.

2. The Wonderbra

Leave it to our great neighbors to the north to invent one of the most popular push-up bras ever. Montreal's Canadian Lady Corset Company first licensed the trademark "Wonder-bra" in 1939, and then renamed the company Wonderbra in 1961.

3. Trivial Pursuit

Here's one for the orange category: What board game was invented in 1979 by Scott Abbott, a Montreal sports editor, and Chris Haney, a photo editor, when they couldn't find all their Scrabble tiles? [And yes, that's Rudy Giuliani and the Pets.com sock puppet in the photo.]

4. The Odometer

Road trips were never the same after 1854, when Nova Scotia inventor Samuel McKeen created a device that measured distance with every revolution of a carriage wheel. Though to be fair, everyone from Vitruvius to Ben Franklin was also working on this one.

5. The Rotary Snowplow

A Toronto dentist named Dr. J.W. Elliot first conceived the idea of a snowplow to clean up train tracks. The snowmobile and snowblower were also born in Canada. But the Zamboni ice resurfacer? California, man.

6. The Egg Carton

Newspaper editor Joseph Coyle of Smithers, British Columbia, found an egg-cellent new use for paper in 1911.

Filmmakers Graeme Ferguson, Roman Kroiter, and Robert Kerr and engineer Robert C. Shaw founded IMAX in 1967. Kroiter produced the first IMAX film in 1970. Star Wars creator George Lucas later credited him with originating the idea of "The Force."

8. McIntosh Apples

McIntosh apples didn't just grow on trees back in the day. In 1811, farmer John McIntosh began grafting a wild apple tree at his South Dundas farm. People began enjoying the fruits of his labor in 1835.

9. The Walkie-Talkie

Don Hings invented what he called the "packset" in 1937. When Canada declared war on Germany two years later, he went to Ottawa to redevelop the device for military use. Over and out.

10. Insulin

Toronto scientists Frederick Banting, Charles Best (pictured), and James Collip didn't actually invent insulin in 1922 — it's a hormone naturally produced by the pancreas. Instead, they discovered it and learned how it could treat diabetes.

11. Instant Replay

CBC Television producer George Retzlaff used a kinescope when he created the first-ever Instant Replay in 1955. Not surprisingly, it was during a broadcast of Hockey Night in Canada.

12. The Foghorn

Robert Foulis invented a steam-powered foghorn in 1854, but died penniless because he didn't patent it. Argh!

13. Green Currency Ink

Got a dollar? In 1862, Thomas Sterry Hunt invented the ink that makes U.S. bills green.

14. The Baggage Tag

John Michael Lyons of New Brunswick changed travel when he invented the first baggage tag in 1882. The revolutionary document contained information about the bag's point of departure, destination, and owner.

15. The Paint Roller

The paint roller has a messy history. Canadian Norman Breakey invented it in 1940, but an American inventor named Richards C. Adams tweaked the design and filed the first patent.

16. Standard Time

Engineer Sandford Fleming brought standard time to U.S. and Canadian railways in 1883. Time zones became U.S. law in 1918 and were accepted worldwide by 1929. It was about time.

17. The Wheelchair-Accessible Bus

Walter Harris Callow, a blind, quadriplegic veteran, invented the first wheelchair-accessible bus in 1947. He took his first and only ride after death, when his body was transported for his funeral.

18. The Electric Wheelchair

In 1952, engineer George Klein made the world more accessible with a motorized wheelchair

19. Garbage Bags

With stretchy, waterproof polyethylene at their disposal, Harry Wasylyk of Manitoba and Larry Hansen of Ontario invented the first plastic garbage bag for commercial use in 1950. Union Carbide Company bought the idea and brought Glad trash bags into homes.

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14 Canadian Inventions You Didn’t Know About But Use All the Time

Notable life.

As if you didn’t already know, we’re pretty awesome.

Not only do we have one of the most beautiful countries in the world , Canadians have been responsible for the creation of some of our most reliable daily go-tos.

Want to entertain the in-laws at the cottage? No problem.

Hell of a hangover? We got you.

And so, in no particular order, here are 14 different things you didn’t know were invented by Canadians – and they’re making your life better every day.

1. The Snow Blower As fun as manually shovelling snow in the middle of a Polar Vortex may be, the snow blower makes the winter a little less swearword inducing. The Canadian winter became a little more tolerable in 1925, when Montreal’s Arthur Sicard invented the snow blower.

2. The Luggage Tag Anyone who’s experienced the joy and convenience of losing a piece of luggage while flying knows that a luggage tag is as essential as the suitcase itself. New Brunswick’s John Michael Lyons reduced levels of “travel anxiety” with the first baggage tag in 1882, containing information about the point of departure, destination, and owner.

3. The Telephone Though issues of his nationality remain grey, Alexander Graham Bell was a Canadian when he invented the telephone in 1877, an invention that would later become the most important thing in our teenage lives (MOM, GET OFF!!! YOU ARE EMBARRASSING ME). Not long after, he founded the Bell Telephone Co., which is Canada’s largest communications company today. The telephone changed the way we do business, socialize, and even date.

4. Jockstrap Hard Cup Nobody wants their man arriving home from his weekly hockey game so crippled in the crotch department that he’s useless in bed for a week. And he likely doesn’t want that either. That’s why the jockstrap hard cup was many a Canadian boy’s favourite accessory growing up. And why Canada’s Elastic Hosiery improved the jockstrap in 1927 by adding the hard cup.

5. Trivial Pursuit A good old-fashioned game of Trivial Pursuit is always the game-saving hero on a cottage weekend away with your family or the in-laws. Especially if wine is involved. A Montreal sports editor, Scott Abbott, and photo editor Chris Haney invented the board game – which somehow never seems to get old – in 1979.

6. Poutine Nothing soaks up booze at the end of the night better than a fully loaded poutine. Alternatively, this Canadian delicacy can also work wonders on a hangover. Basically, it’s a miracle dish in the post-party department. And it’s a 100 per cent Canadian creation, with various parties taking credit for its founding in the 1950s.

7. The Paint Roller If you thought that painting your place yourself was an experience that you’ll never do again, think of how much more brutal it would have been without a paint roller. It was invented by Canadian Norman Breakey in 1940, and later tweaked and patented by American inventor Richards C. Adams. We’ll still take the credit, though.

8. Peanut Butter Whether on apples, celery, or in good, old-fashioned peanut butter and banana sandwiches, PB is a definite favourite. Also: Reese’s Peanut Butter Cups . The goey goodness was the vision of Montreal pharmacist Marcellus Gilmore Edson, who patented it in 1884.

9. Instant Mashed Potatoes Instant mashed potatoes played an important role in university when it came to cooking a half decent meal for your significant other of the month. When you’re working within the confines of a university house kitchen, there’s no chance of the real thing happening. Housewives breathed a collective sigh of relief when Canadian Edward Asselbergs invented the first form of instant mashed potatoes in 1962.

10. The Walkie-Talkie Donald L. Hings invented the walkie-talkie for the Canadian military during World War II. Not only are walkie-talkies a must when organizing large-scale events, they also offered hours of fun when we were kids. And if it weren’t for the walkie-talkie, how would the bouncer have been able to radio to his boss (your friend) for VIP treatment when you showed up at his club? Or alternatively, call for back up when you started screaming to be let in…

11. The Egg Carton It’s enough of a challenge to get your eggs home from the grocery store without them breaking; imagine life without the egg carton. Because that was reality before British Columbia newspaper editor, Joseph Coyle invented it in 1911.

12. Instant Replay Think of how many amazing sports moments you would have missed if it weren’t for instant replay. CBC Television producer George Retzlaff created the first-ever instant replay in 1955 during a broadcast of Hockey Night in Canada. And in the last 60 years it’s managed to stop millions of bar fights by offering solid proof of what actually just happened.

13. The Caesar Where do we even start when it comes to the beloved Bloody Caesar cocktail? How about first thing in the morning. Or on the dock in summer? Or just about anytime you want. It was invented in 1969 by bartender Walter Chell to complement the cuisine at his new Italian restaurant.

14. Green Garbage Bags Though it’s not exactly a work of art, we can’t imagine taking trash to the curb without them. Canadians Harry Wasylyk of Manitoba and Larry Hansen of Ontario invented the first plastic garbage bag for commercial use in 1950, armed with stretchy, waterproof polyethylene. They’ve been trash talkin’ their competitors ever since (sorry, we had too).

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Baggage Tag

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Baggage tag / BrAt82/Shutterstock.com

The traceable luggage.

Even the simplest innovations need to start somewhere. Consider the humble baggage tag. In the early years of rail travel – 1882 to be exact – John Michael Lyons of Moncton, New Brunswick, came up with the idea of baggage handlers writing each passenger’s name, departure point, and destination on a separate tag. Each tag would then be torn in two, with the top portion attached to the passenger’s bag and the bottom portion kept by the passenger. This simple system made it easy for travellers to find their bags at the end of their trips. It even made it possible for lost baggage to be traced, found, and eventually reunited with its owner. The patent office called this advance in transportation the separable coupon ticket. Today, we call it the baggage tag, the first traceable luggage.

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Baggage tag.

This article was originally written and submitted as part of a Canada 150 Project, the Innovation Storybook, to crowdsource stories of Canadian innovation with partners across Canada. The content has since been migrated to Ingenium’s Channel, a digital hub featuring curated content related to science, technology and innovation.

The traceable luggage.

Even the simplest innovations need to start somewhere. Consider the humble baggage tag. In the early years of rail travel – 1882 to be exact – John Michael Lyons of Moncton, New Brunswick, came up with the idea of baggage handlers writing each passenger’s name, departure point, and destination on a separate tag. Each tag would then be torn in two, with the top portion attached to the passenger’s bag and the bottom portion kept by the passenger. This simple system made it easy for travelers to find their bags at the end of their trips. It even made it possible for lost baggage to be traced, found, and eventually reunited with its owner. The patent office called this advance in transportation the separable coupon ticket. Today, we call it the baggage tag, the first traceable luggage.

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Time for a Change

A missed train sparks a big idea

Illustrated by Michelle Simpson, Written by Allyson Gulliver

For a long time, towns, cities and even individual trains kept different times on their clocks. Sir Sandford Fleming changed all that after an unexpected night in a train station.

Bundoran, Ireland, July 1876

Sandford Fleming breathed in the warm summer air and smiled at the sound of twittering birds in the trees around the train station. Actually, it was a little strange that things were so peaceful.

He pulled a watch from his waistcoat pocket and double-checked the schedule in the Irish Railroad Travellers’ Guide . No mistake about it — the train was due at 5:35 p.m. Perhaps no one else was travelling to Londonderry today.

Fleming sat down on a bench to enjoy the sunshine. Maybe he would close his eyes just for a moment.

“Excuse me sir,” a voice said politely. “Can I help you?”

Fleming blinked in confusion at the uniformed man, then jumped up. “Did I miss the 5:35 to Londonderry?” he asked.

Now it was the stationmaster’s turn to look confused. “There’s no train to Londonderry this time of day, sir. Come inside and we’ll sort this out.”

“I may be getting on,” said Fleming tartly as they headed indoors, “but I still know how to read a train schedule.” He handed the stationmaster the guide.

After a moment, the man shook his head. “Here’s the problem — this schedule says 5:35 p.m., but the train to Londonderry actually leaves at 5:35 a.m.” He pointed at the big chalkboard on the wall of the waiting room.

Fleming’s face fell. “Blast and botheration! I’ll miss my ferry to England.” He looked around the simple waiting room. “And I guess I’m spending the night here.”

“I’m very sorry, sir,” the stationmaster said. “I’d invite you to stay the night with us, but with the new baby, nobody gets much sleep these days. My name is James Boyle. I’ll send my son Tommy over with something from the pub for your supper.”

“That would be very kind of you and Tommy,” Fleming said. “I’ll be fine. But I’d like to have a word with whoever’s responsible for that misprint!”

Fleming’s eyes lit up as an idea occurred to him. His mind whirring, he didn’t hear Boyle say goodbye. “What if we had a new way to talk about time?” he said to the empty station. “In fact, what if we had a new way to think about time?”

He grabbed a rag, wiped off the arrival and departure times neatly written on the chalkboard and quickly drew a rough map of the world, with lines running from top to bottom. As evening fell and the station grew dark, Fleming drew, wrote, erased and started over. He was so lost in his work that he didn’t notice as the station door opened and a boy came in, carrying a cloth-covered basket.

“Here’s your dinner, sir,” the boy said. Fleming whirled around, his surprise at being disturbed quickly turning to a warm smile.

“You must be Tommy,” he said. “I’m sorry to be so distracted, but I’ve just had rather a big idea.”

Tommy looked at the blackboard, trying to make sense of Fleming’s work. “Does this have anything to do with that mistake about the train?”

“Well, that’s where it started,” Fleming said. “That mix-up made me realize that instead of counting the hours twice — six a.m. and six p.m. — we could have a 24-hour system so each time has its own number.” Seeing the puzzled look on Tommy’s face, Fleming went on. “Instead of counting the hours from one to 12 and then starting over, we’d count from one to 24 each day.”

Tommy still looked uncertain. “You mean, we’d have a six o’clock and a . . . an 18 o’clock?”

“I know it sounds strange,” Fleming admitted, “but just think — no one would ever be unsure of the time again. A 5:35 train could only leave in the morning!”

“Because if it was around suppertime, it would be the 17:35, right?” Tommy said.

“Exactly,” Fleming agreed. “But there’s a bigger problem than that.” He pulled a sandwich and a slice of fruitcake out of the basket.

“Imagine we’re in England and this” — he held up one half of the sandwich — “is Liverpool, and this” — he held up the other half — “is London. Now, Liverpool and London each have their own official time, and so does every town along the railway. So if you want to catch the train, do you use the time in London, Liverpool or your town?”

Tommy was interested now. “But the trains all keep their own time, too. My dad says people who don’t know that get really angry — they think the train is early or late, when really it’s just on a different time.”

Fleming pointed the London sandwich at Tommy. “Exactly! It’s terribly confusing. Why, did you know that the city of Buffalo in America has three railways, which means it has three official times? Ridiculous!”

He turned to his chalkboard map. “But if we had zones where every town and city had the same time, we could all agree. No more rail accidents and no more confusion.”

Tommy grinned. “And no more missed trains to Londonderry!”

Imagine what life would be like if the official time in your town or city was a few minutes different from the time just down the road. If your school was in another town, you’d be late or early every day. More seriously, trains and airplanes could smash into each other if they thought the way was clear at a certain time.

That’s what it was like until 1884, when the world adopted Sandford Fleming’s idea for a system of 24 time zones going all the way around the world. Each zone stretched from the North Pole to the South Pole. Every place in a zone would have the same time, which is why when it’s 2:00 in Winnipeg, it’s also 2:00 in Chicago and Mexico City.

Airlines, trains, the military and other organizations use Fleming’s 24-hour method of counting time to prevent misunderstandings like the one that made him miss his train. In that system, the morning hours are counted up to 12 as usual. Then it goes 13:00 and so on up to 24:00 when it starts over. (These times are pronounced “13-hundred,” not “13 o’clock.”)

Fleming was born in Scotland and moved to Canada in 1845 as a young man, starting out in Peterborough, Ont., and moving to Halifax and then Ottawa. He helped build the Intercolonial Railway, and urged the British government to build a railway between what are now Ontario and Manitoba. In 1871, he was hired as the chief engineer to work out a route for the new national railway.

Fleming, who was knighted in 1897, also designed Canada’s first stamp, the three-penny beaver, in 1851, and pushed for an undersea communication cable to be laid all the way from Canada to Australia, which was completed in 1902. Although he was stubborn, he was also fair. He ensured that First Nations people who worked on the railway were paid the same wages as other workers, and he gave all employees Sundays off.

Sir Sandford Fleming died in Halifax in 1915. He is buried in Ottawa’s Beechwood Cemetery.

This article originally appeared in the April 2018 issue of  Kayak  magazine. 

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The decade that changed travel, and the world, forever: A look at the 2000s

Post date: Apr 18 2023

Date: Apr 18 2023

By: Travelweek

Travelweek’s incredible history spans 50 years. From the 1970s through to the 2020s, we look at all 6 decades in a special feature in the  April 13, 2023 issue of Travelweek. Excerpts are also running in Travelweek Daily, starting with  the 1970s  on April 13,   the 1980s  on April 14 and  the 1990s  on April 17. Here’s a look at the 2000s.

TORONTO — The travel industry, and the world, changed forever on Sept. 11, 2001.

The events of 9/11, as shocking now as they were then, brought in a wave of security measures as travel slowly recovered.

AIRLINES IN THE 2000s

Canada 3000 pulled off a triple merger with CanJet and Royal Airlines but couldn’t make it through the turbulent months following 9/11.

With 90+ destinations and 4,500 employees, C3 abruptly ceased operations in November 2001.

Other low-cost airlines came and went in the 2000s, including Jetsgo and the very short-lived Roots Air.

The decade also saw the debut of a strong new entrant: Sunwing, founded in 2005.

Meanwhile Canadian Airlines was acquired by Air Canada in 2000, which filed for bankruptcy protection in 2003 and emerged a year later.

Canada 3000

SARS & H1N1

Just as travel was finally fully recovering from the impact of 9/11, along came SARS.

While Canada’s inbound tourism was particularly impacted by the SARS epidemic in 2003, outbound travellers were jittery too. SARS was followed a few years later by H1N1 in 2009 (and later Zika in 2016). All proved to be a foreshadowing of things to come.

RIVER CRUISING, HOST AGENCIES & MORE TOUR OP CONSOLIDATION

Despite the many challenges in the 2000s, including rapidly growing competition from OTAs, retail travel advisors pushed on, dedicated to providing knowledgeable expertise and top-level service to their clients.

Cruise bookings were stronger than ever and a new way to see the world by ship – river cruising – picked up momentum in the North American market. Viking River Cruises got its start in 1997, followed by AmaWaterways in 2002 and Avalon Waterways in 2004.

AmaWaterways’ first ship, AmaCello, debuted in 2008

More and more travel advisors were going home-based, mirroring retail travel trends in the U.S. Host agencies proliferated.

On the supplier side, there was consolidation. In 2007 Thomas Cook merged with MyTravel – formerly Airtours, which owned Sunquest. That brought Sunquest under the Thomas Cook umbrella. And after First Choice PLC merged with TUI, also in 2007, a strategic venture created by TUI and Sunwing Travel Group brought together Sunwing Vacations and Signature Vacations, starting in 2010.

TRAVELWEEK IN THE 2000s: ACCELERATION

Building on the decades-long success of its core product, Travelweek magazine, The Travelweek Group’s expanding portfolio in the 2000s included a new monthly e-newsletter for home-based travel agents (now called Sphere), and also TravelweekLearningCentre.com, which develops and hosts specialist programs for the travel trade.

Meanwhile the Travelweek site, Travelweek.ca, started the decade primarily as little more than a company info source. But big changes were coming.

Throughout 2023 watch for interviews and memories marking Travelweek’s 50th anniversary. Plus, try your luck with our contest, ‘It Happened This Week’, featuring a new headline (and a new chance to win!) every week from Travelweek’s 50 years of travel industry news coverage.

Tags: 2000, Lead Story, TW 50th

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Print-at-home and electronic bag tags improve travellers' experience at airports

News release, self-tagging will make air travel more convenient for canadians.

June 17, 2016 – Ottawa – Transport Canada

The Honourable Marc Garneau, Minister of Transport, announced the new “e-Tag” initiative during a Facebook Live consultation with Canadians aimed at improving passengers’ experience. The initiative will make check-in more convenient and faster for travellers by allowing them to apply their own baggage tags on checked luggage before heading to the airport.

As of June 16, 2016, airlines can offer self-tagging options to passengers:

• Self-print bag tag: passengers print their bag tag from a personal device during online check-in, before heading to the airport. The printed tag is placed in a reusable holder and attached to the bag.
• Electronic bag tag: passengers use a reusable plastic tag with an electronic ink screen (similar to an e-reader) provided by the airline. The tag is connected by wireless technology and updates its destination information via the airline’s application.

“Yesterday’s online consultation and new self-tagging options for Canadians demonstrates the department’s commitment to making the best use of technology and changing how we think about travel. With e-tagging, Canadians and their families can check-in faster so that they spend less time in line and more time enjoying the travel experience.” The Honourable Marc Garneau Minister of Transport

“Air travelers want the ability to do more things for themselves and to take more control over the travel process. By approving this baggage self-tagging initiative, Transport Canada is enabling airlines to respond to that need. Canada is among the leaders in this area. It’s a great example for others to learn from.” Tony Tyler Director General and Chief Executive Officer International Air Transport Association

• All airlines can start offering the e-tagging options immediately for all flights departing a Canadian airport.

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Delphine Denis Press Secretary Office of the Honourable Marc Garneau Minister of Transport, Ottawa 613-991-0700

Media Relations Transport Canada, Ottawa 613-993-0055

Transport Canada is online at www.tc.gc.ca . Subscribe to e-news at www.tc.gc.ca/e-news or stay connected through RSS , Twitter , Facebook , YouTube and Flickr to keep up to date on the latest from Transport Canada.

This news release may be made available in alternative formats for persons living with visual disabilities.

Hon. Marc Garneau Transport Canada Transport

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Origins of Tourism in Canada Timeline

This is an accessible copy of the Origins of Tourism in Canada timeline H5P activity provided in Chapter 1.3 Canada Overview .

Origins of Tourism in Canada

Understanding the factors influecing the development of tourism in Canada through time.

• 1534: Explorers of the day, such as Jacques Cartier, were some of the first tourists to what is now called Canada.
• 1836:   The first railway was launched.
• 1885: Banff was established as Canada’s first national park.
• 1892: Early tourism promotion. As early as 1892, enterprising Canadians like the Brewsters became the country’s first tour operators, leading guests through areas such as Banff National Park (Brewster Travel Canada, 2014). Communities across Canada developed their own marketing strategies as transportation development took hold. For instance, the town of Maisonneuve in Quebec launched a campaign from 1907 to 1915 calling itself “Le Pittsburg du Canada.” By 1935, Quebec was spending $250,000 promoting tourism. Other provinces such as Ontario, New Brunswick, and Nova Scotia followed suit, also enjoying the benefits of establishing provincial tourism bureaus (Dawson, 2004).
• 1911: The Dominion Parks Branch is created. The Dominion Forest Reserves and Parks Act created the Dominion Parks Branch, the first of its kind in the world (Shoalts, 2011).
• 1914-1960: The Railway Age. By the onset of World War I in 1914, four railways dominated the Canadian landscape:Canadian Pacific Railway (CPR), Canadian Northern Railway (CNOR), the Grand Trunk Railway (GTR), and the Grand Trunk Pacific (GTP). Unfortunately, their rapid expansion soon brought the last three into near bankruptcy (Library and Archives Canada, n.d.). In 1923, these three rail companies were amalgamated into the Canadian National Railway (CNR), and together with the CPR, these trans-continentals dominated the Canadian travel landscape until other forms of transportation became more popular.
• 1937: Air Canada was formed. Our national airline, Air Canada, was formed in as Trans-Canada Air Lines.
• 1950-1960: Increased mass travel. Through the 1950s and 1960s, reduced airfares saw increased mass travel. Competitors including Canadian Pacific (which became Canadian Airlines in 1987) began to launch international flights during this time to Australia, Japan, and South America ( Canadian Geographic, 2000).
• 1962: Trans-Canada Highway officially opens. It would take decades before a coast-to-coast highway was created, with the Trans-Canada Highway officially opening in Revelstoke in 1962. When it was fully completed in 1970, it was the longest national highway in the world, spanning one-fifth of the globe (MacEachern, 2012).
• 1970: The National Park System Plan divided Canada into 39 regions.
• 1978: The popularity of car travel was partially to blame for the decline in rail travel. In 1978, with declining interest in rail travel, the CPR and CNR were forced to combine their passenger services to form VIA Rail (Library and Archives Canada, n.d.).The rising popularity of car travel was partially to blame for the decline in rail travel, although it took time to develop.
• 1987: Canada’s first marine conservation areas created.
• 2000-2002: Air Canada was facing financial peril and forced to restructure. A numbered company, owned in part by Air Canada, purchased 82% of Canadian Airline’s shares, with the result of Air Canada becoming the country’s only national airline ( Canadian Geographic, 2000). The 2000s saw Air Canada experiencing a roller-coaster performance from verging near bankruptcy in 2002
• 2013-2017: Air Canada transforms. Air Canada experienced a number of transformations from interior and interior aircraft redesigns and further fleet upgrades
• 2019: Air Canada takes over Air Tansat. Once a rival airline, Air Transat was subsequently taken over by Air Canada.
• 2020 (March): COVID causes an almost complete shut down. Tourism was placed in a standstill as global travel restrictions were imposed to prevent the spread of infection. Aggravated with a nose dive of consumer confidence in travel, many tourism businesses and operators big and small were forced to close.

Introduction to Tourism and Hospitality in BC - 2nd Edition Copyright © 2015, 2020, 2021 by Morgan Westcott and Wendy Anderson, Eds is licensed under a Creative Commons Attribution 4.0 International License , except where otherwise noted.

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Frequently Asked Questions - Visitors, Tourists and Temporary Residents Entering Canada with Foreign Owned Vehicles

From: Transport Canada

I will be visiting Canada with my vehicle. Do I have to formally declare it for importation at the Canadian border?

No. Section 7(1)(b) of the Motor Vehicle Safety Act (MVSA), allows a visitor to temporarily enter Canada with a motor vehicle without complying with the MVSA if the vehicle is used only by a visitor to Canada or a person passing through Canada en route to another country.

• You alone may use the vehicle.
• Any change in your status, such as receiving permanent residency in Canada, may make your vehicle inadmissible and you will be required to export or destroy it.
• You may not sell or gift the vehicle while in Canada.
• The vehicle cannot remain in Canada longer than the time limits allowed under your temporary entry.

I have received temporary residency visa for Canada to study or work. May I bring my personal vehicle without having to formally import it?

Declaring a vehicle is optional for temporary residents. It is recommended that you declare your vehicle as part of your personal and household effects upon arrival to Canada if you have been granted a temporary residency authorization that exceeds three months during which you will need to license the vehicle in Canada during your stay.

Canadian Border Services Agency (CBSA) officials will apply section 7(1)(b) of the Motor Vehicle Safety Act (MVSA) which means that you are considered a visitor and the vehicle does not have to comply with the MVSA and provide you with a formal vehicle import declaration outlining the temporary nature of the vehicle’s entry. This declaration known as the Vehicle Import Form – Form-1 is necessary for licensing your vehicle during your temporary residency in Canada.

• The vehicle cannot remain in Canada longer than the time limits listed on the work permit, student visa or any other Customs authorization.

Information for declaring personal and household effects for temporary residents is available at the CBSA Information for Non-Canadians Web page.

My status has changed from temporary to permanent resident while in Canada with my vehicle. How does that affect my vehicle?

If your vehicle is eligible for importation, you will need to formally declare the vehicle along with your personal effects to the Canada Border Services Agency and fulfill all import requirements.

If your vehicle does not comply with the Motor Vehicle Safety Act , you must export or destroy it when your temporary entry status becomes permanent.

• Temporary residents and visitors cannot sell or donate their vehicle while in Canada
• Your vehicle cannot remain in Canada for a period longer than the time limits listed on your work permit, student visa or any other Customs authorization.

How do I arrange to ship a vehicle into Canada? Can you recommend anybody?

Transport Canada does not endorse any shipping companies or brokers. Shipping a vehicle is your responsibility.

How do I assess how much tax or duty I may have to pay at the Canadian border when I import a motor vehicle?

Canada Border Services Agency officers collect duties and taxes at importation. If your vehicle is eligible for importation into Canada, please contact the Canada Border Services Agency by dialing toll-free 1-800-461-9999 from within Canada or 1-506-636-5064 from outside Canada (long distance charges may apply), or visit www.cbsa-asfc.gc.ca to learn more about duty and taxes.

What happens if Canada border officials find a vehicle inadmissible into Canada when it is presented for importation?

Vehicles found inadmissible are immediately denied entry at the Canadian border. Vehicles granted entry subject to further verification that later fail to meet import requirements in Canada must be exported out of the country or destroyed under supervision of Canadian customs officials.

Note: Importing any vehicle that does not comply with the requirements of the Motor Vehicle Safety Act is a punishable offence under the Criminal Code.

Once in Canada, how do I register or license a vehicle imported temporarily?

Following a successful temporary importation , provide the import documents obtained to your provincial or territorial licensing authority.

Note: Having successfully importing a vehicle does not guarantee that you will be able to register and license it. For example, some provinces will not license right hand drive vehicles or certain salvage branded vehicles once repaired. Please contact your provincial or territorial licensing department to learn more about registering an imported vehicle.

Related Links:

• Information for Visitors, Tourists and Temporary Residents Entering Canada with Foreign Owned Vehicles
• 1-800-333-0371 (long distance, Canada)
• 1-613-998-8616 (Ottawa region and from other countries)

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Transportation

Article by Karl M. Ruppenthal

Updated by Dustin Galer

Published Online January 29, 2007

Last Edited March 4, 2015

The importance of transportation to a trading nation as vast as Canada cannot be underestimated. The great distances between mines, farms, forests and urban centres make efficient transport systems essential to the economy so that natural and manufactured goods can move freely through domestic and international markets. Transportation has and will continue to play an important role in the social and political unity of Canada.

History of Transportation

Canada's history is closely tied to the history of transportation and its development. The first settlers ventured only into those areas that were accessible by water and boats; canoes were the primary mode of transportation on the nation's lakes and rivers. Later, canals were constructed. Settlement in much of Canada followed the construction of railway lines. Roads and highways later gave access to regions of Canada that had not been served by railways. Today, air transport makes it possible for Canadians to travel to any area of the nation, regardless of how remote it may be ( see Transportation in the North ).

Railways have always been important in Canada. They were built to open new areas to settlement, to make profits for the railway builders, to unify the nation, and for defence and political reasons. The first railway line in Canada was built in 1836; some ten years after England built its first steam railway line. In the 1850s railway construction began in earnest with the Grand Trunk Railway from Sarnia through Toronto  and Montréal  to Portland, Maine. In 1854 the Great Western Railway built a line between the Niagara and the Detroit rivers via Hamilton . It connected with US railways in New York and Michigan. Much of this early railway construction resulted from a speculative boom in which some promoters sought to make quick profits. As a result many railways were poorly planned and constructed. Much of the early railway construction was financed by British capitalists, Canadian merchants and landowners, and by municipalities. Some construction was financed by bonds.

The Intercolonial Railway was the largest system. Completed in the 1870s, it was built for national defence and unity, in fulfilment of the terms of Confederation , and was never expected to make a profit. Many of Canada's rail lines had financial problems. When it appeared that a number of them might collapse, they were amalgamated into the Canadian National Railways system and taken over by the federal government after the First World War . Many financial problems were thus inherited by that government-owned corporation.

Railways were responsible, in part, for some of the provinces joining Canadian confederation. It was not until the federal government agreed to build a railway to the Pacific Ocean that British Columbia agreed to join, an agreement that led eventually to construction of the western sections of the Canadian Pacific Railway . Transportation also played an essential role in the history of Prince Edward Island , which was at first unenthusiastic about Confederation; the severe financial problems of its railway played a large part in the decision to join Canada in 1873. Part of the confederation arrangement provided that the federal government would assume the railway's enormous debt. Newfoundland and Labrador , the last of the provinces to join Canada, also received guarantees from the federal government that it would be provided with various transport services.

Modes of Transportation

There are five principal modes of transportation in Canada: water, rail, motor carrier, air and pipeline .

Water Transportation

Water transportation is generally used for the movement of bulk commodities of relatively low value per tonne, such as coal , ore , grain, gravel and salt . Water transportation may be separated into three general categories: ocean transportation, inland water transportation and coastal transportation. Ocean transportation is important to Canada because about one-third of all that Canada produces is exported by ship to customers overseas, carried by large, oceangoing vessels that serve Canada's major ports. Canadian and American lake carriers and other vessels operating on the Great Lakes and in canals and inland waterways supply goods to inland regions of Canada. For example, much of Canada's iron ore moves via the Great Lakes-St Lawrence Seaway system to steel mills in the US. On the return journey, many of these vessels carry coal from US mines. Transportation in coastal waters is also important. Logs, wood chips, lumber and other bulk commodities are moved by barge in BC's coastal waters ( see : Forest Harvesting ; Ports and Harbours ; Shipping Industry ).

Rail Transportation

Rail transportation is used principally for the movement of bulk commodities such as grain, coal, ore, lumber and chemicals, for the movement of containers and for other types of merchandise freight. Canada's major mainline rail carriers include Canadian National (CN) and Canadian Pacific (CP). Rail transport offers an efficient means of transport because entire containers can be moved between trains, trucks and ships. Each year Canada's railways move millions of tonnes of bulk commodities, such as coal, potash , grain and sulphur . Railways are able to transport large quantities of bulk materials over long distances and at relatively low cost, thus enabling the products of Canada's mines, fields and forests to compete effectively in world markets.

For many years passenger trains represented an important part of the railway business. Today, however, railway passenger trains face intense competition from other forms of transport. Via Rail Canada Inc . is now responsible for most of the passenger train operations, particularly in the Windsor-Québec corridor, by contracting with the two major railways for the operation and maintenance of trains. After suffering significant losses in the 1980s, VIA Rail discontinued service on several lines, but continues its cross-country passenger rail service.

Motor Carrier Transportation

Trucks are used in a variety of ways. Small trucks are used as delivery vehicles in cities and towns. In the North, trucks transport logs, petroleum, consumer goods and a great variety of industrial products. Possibly the greatest virtue of motor carrier transportation is its flexibility. They can move wherever there is a highway, a road, a street – or even a relatively flat, hard surface. Virtually everything that we eat or wear has made at least some of its journey to us by truck ( see Trucking Industry ). A number of large companies operate trucks. Both of Canada's major railways have trucking divisions.

Air Transportation

Air transportation is used to move large and small items when speed is important or when remote areas are inaccessible by land or water ( see Aviation ). Extensive deregulation of the air transport industry in the mid-1980s favoured the domination of major companies such as Air Canada . The 1995 Open Skies agreement between the US and Canada resulted in an explosion of trans-border services. The National Airports Policy (NAP) was established in July 1994. Under the NAP, the federal government changed its role from airport owner and operator to owner and landlord, but maintained its function as regulator.

Pipeline Transportation

Pipelines, the unseen carrier, are used for the transportation of petroleum, petroleum products, gas and certain chemicals. Pipelines transport enormous quantities of petroleum, gasoline, chemicals and other products, sometimes over long distances. Pipeline transportation requires little labour and is relatively trouble-free because it provides reliable and low-cost transportation. However, it has two principal drawbacks: pipelines require an enormous amount of capital to establish; and they are seldom efficient unless large quantities of product are moved from a single point of origin to a single destination over a long period of time. Pipelines are also used for the transportation of bitumen from Alberta oil sands projects.

Intermodal Transportation

Except for items moved by truck, virtually all other methods use two or more transport modes. Large shippers often have several transport alternatives available to them (e.g., rail, water, truck). The shippers of petroleum, chemicals and other products in liquid or gaseous form also use pipelines. Passengers usually have several transport alternatives available. Because of competition between modes and companies, there is a continuing need for research to improve transport technology. "Piggyback" transportation is an example. Goods may be loaded into trucks or trailers and hauled to some point on a railway where the truck or trailer is loaded on a railroad flatcar. The goods then move by rail, sometimes over a relatively long distance. At the end of their rail journey, the trailers or containers are again moved by truck to their final destination.

There are other ways in which the various transport modes can co-operate to provide more efficient intermodal transportation. Trucks can be carried on ferries or ships. This is sometimes called "fishyback" transportation or Ro/Ro (roll on/roll off) transportation. Canada Steamship Lines operates the largest fleet of self-unloading bulk carriers in the world.

Canada's "land bridge" is also based on intermodal operations. Shipments from Japan and Hong Kong destined for Europe can move by ship via the Panama Canal. Or, by using Canada as a land bridge, they can move by water to Vancouver or other western ports, then by rail to one of Canada's eastern ports, and again by water to their European destinations, saving a significant amount of time.

Transport Infrastructure

Every mode of transportation has two essential parts: the transport vehicle itself; and the road, track or infrastructure on which it operates. When two modes of transportation are coordinated, there may be a junction or terminal at which the transfer is made. Some of the transport infrastructure is natural, but much of it is constructed ( see : St Lawrence Seaway ; Track and Yard ; Airport ). Transport Canada , and its predecessors, built, maintain and operate most of Canada's airports, as well as the airways, and the radio and navigation systems. Most of Canada's roads and highways have been built by provincial governments, the major exceptions being highways in national parks and Aboriginal reserves , the Alaska Highway and the Trans-Canada Highway ( see Roads and Highways ). Most streets have been built by cities and have been financed in a variety of ways. Users of airports, seaway locks and port facilities pay landing fees, lockage fees and port duties to compensate in part for the taxpayers' investment.

Passenger Transportation

Passenger transportation includes many modes of self-propelled, animal-propelled and motorized travel, including planes, trains, boats, buses, automobiles , taxis, manual and electric bicycles, horses, snowmobile or dogsled. The automobile accounts for the greatest percentage of passenger travel in Canada today as well as much of the congestion in and around urban roadways. Most of Canada's urban areas have some form of public transportation. Both Montréal and Toronto are served by commuter railway systems. Some cities have subways, while others are served by buses ( see Bus Transportation ), streetcars, electric trolley cars or a mixture of vehicle types. Some urban transportation systems are operated by the cities themselves, some by regional districts and some by special transit authorities. Many cities provide parallel transit services for people with disabilities.

Most Canadian cities have taxi service. In some cities a licence is required to operate a taxi, and a limited number of licences are issued. Some taxi companies enjoy a monopoly. One or more companies may be given the exclusive right to pick up passengers at airports, railway stations or other areas where passengers originate. The largest ferry system in Canada is operated by the BC Ferries, providing service between the Vancouver area and the cities of Victoria , Nanaimo , many of the Gulf Islands and some remote northern communities. There are ferries on Canada's East Coast, and on some of its lakes and inland waterways. Ferry service is provided from New Brunswick to PEI , although most passenger traffic occurs via the Confederation Bridge.

Technological Change

New inventions, technological change and human ingenuity have resulted in many changes in Canada's transport. Most changes have meant greater speed, lower cost or increased productivity. Some have made possible the development of entirely new industries. Recent advances in water transportation have resulted in greatly increased productivity. Some improvements have come through the development of larger ships that carry far more cargo than earlier ships. As large ships seldom require more crew members than smaller ships, crew productivity has increased, and shipping costs have been reduced. There have been advances in navigation, ship design and ship propulsion. Research has been done on the use in ships of powdered coal and other petroleum extenders, and substitutes for fuelling ships. Still other increases in productivity have resulted from the use of containers. Today, enormous cranes at a modern port may load a large oceangoing liner with containerized freight in half a day. It would have taken three or four days to load that freight before the shift from manual loading of freight to the mechanical loading of containers. Much of the savings stems from ships spending less time in port. This makes it possible for them to move more cargo each year, since they can spend a greater portion of their time at sea.

Railway productivity has also increased in recent years through the use of more efficient railway cars, some of which were specially designed to carry a particular product (such as grain or coal). Other increases in productivity have come from the use of longer trains, robot locomotives and better train scheduling. Robot locomotives, placed near the middle of trains, make it possible to use longer trains. The train engineer can effectively handle five or six diesel locomotives and control a train more than a kilometre long, even in mountainous areas. Better communications and electronic signals systems make it possible to operate far more trains over a track than was possible with more primitive manual signals. Less space is required between trains, and especially between trains going in opposite directions on a single railway track.

With a modern control system the railway dispatcher can determine the location and speed of every train quickly and electronically. The dispatcher is able to plan train movements carefully and to shunt approaching trains onto railway sidings so that other trains may pass. This makes it possible for more trains to use the track and thus increases railway productivity. Other improvements have come from more efficient use of railway cars, locomotives and other expensive equipment. Much research has focused on the linear induction motor which is highly efficient and enables trains to accelerate and decelerate more rapidly. These motors are used in LRT (light rapid transit) trains.

Aviation technology has changed radically in recent decades and operates more efficiently. Modern jets are much larger, quieter and more fuel efficient than earlier models. Aviation technology is changing in other areas too. Modern conveyor belts handle passengers' baggage faster and more efficiently. Photoelectric cells and other devices "read" baggage labels, and robots direct baggage and freight to specific bins and carts so that they can be quickly loaded onto aircrafts. Better radar and other electronic devices have been developed to enable planes to operate more reliably in bad weather. Aviation technology is also changing on the ground. Airlines have developed better systems for reservations and ticketing. Canadians can now order and pay for their tickets electronically and within minutes.

There have also been significant increases in productivity in the motor carrier industry. Some increases have resulted from the use of trucks and trailers which are longer, wider and higher. Other productivity increases have come from utilizing more of the available space and in scheduling vehicles more efficiently. Some provinces permit a truck (or tractor) to pull more than one trailer. As a truck requires little more fuel to pull two trailers than one (and only one driver is required), trucks which pull two trailers can be more efficient. Motor carrier productivity has also increased because of the development of more fuel-efficient engines and because of experimentation with the use of lower grade fuel. In some cities the cost of urban transit has been reduced by the introduction of articulated buses (two passenger units pulled by a single engine). Such buses have been used in European cities for some time.

In pipeline transportation, productivity has increased due to the use of larger pipes and faster speeds. This has been made possible by technological improvements in valves, compressors and friction-reducing agents.

Transportation and Communications

The transportation and communications industries have always been related. When good communications are established with another country, trade will often follow. Certainly, there cannot be much trade without good communications. Some system has to be available for the transmission of orders and the movement of shipping documents and other shipping details. In these areas transportation and communication are complementary. In other areas they may compete. Personal transactions have been replaced in many instances by electronic communications. As transport costs increase and better communications systems are developed, transportation and communications will compete increasingly in certain areas ( see Computer Communications ; Communications Technology ; Telecommunications ).

Transportation and Travel

The availability of comfortable, convenient and relatively low-cost transportation (by air, train and bus or automobile) has encouraged the development of the travel industry — one of the fastest-growing segments of the Canadian economy ( see Tourism ). Much of this development results from co-operative arrangements between transportation companies, travel agents and the operators of hotels, car rental agencies and other such facilities. Tour packages that include hotels, meals, guides and other items are frequently arranged by a tour operator (sometimes called a wholesaler) and marketed by travel agents. A number of these operators are subsidiaries of airlines.

Government Role in Transportation

Governments have traditionally played an important role in transportation. That role has taken several forms: promotion, regulation, subsidization and operation. The federal government began the promotion of transportation more than a century ago when it encouraged the construction of railways. It promoted railway development through loans, grants and guarantees. After the railways were built, they had enormous power over users of their services. Governments then began to regulate the rates charged by the railways to ensure the fair treatment of all shippers and a fair return to the transportation companies ( see Transportation Regulation ).

Governments have subsidized every form of transportation in Canada at one time or another. Transportation subsidies may be divided into two general categories: direct subsidies and indirect subsidies. As mentioned, enormous construction subsidies were given to the railways. Substantial operating subsidies have been given to VIA Rail Canada and to other carriers. Most urban transportation systems are subsidized. Governments have also given indirect subsidies of many kinds. Sometimes a government has permitted the use of government-constructed facilities at less than the cost of providing these facilities, thus providing an indirect subsidy to the users of the facilities. For many years the railways have carried export grain at far less than it cost them to haul it. Additional indirect subsidies result when a government agency provides transport infrastructures (such as an airport, a highway or port facilities) and does not charge sufficient user fees ( see Transportation Agencies ).

Transport Canada’s mandate is to ensure that Canada's transportation system is safe and environmentally sustainable. The government agency monitors all aspects of the system and recommends improvements as required to protect life, property and the environment. Transport Canada is responsible for aviation system safety, commercial aviation, air regulation enforcement, aerodrome safety and the regulation of air navigation systems and airspace; shipping activities in Canadian waters; monitoring the operation and maintenance of the railways system; monitoring road and motor vehicle safety; and ensuring emergency preparedness.

Transportation Research

The Transportation Development Centre is Transport Canada's research facility. Its work ranges from improved air bags to rules for de-icing aircraft, and includes developing and evaluating technical data, laboratory hardware, computer software and prototype transport systems. Many of the major transport companies have research departments. Some of these work with vehicle and equipment manufacturers in the development and adaptation of new technology, some engage in market research and some make contributions to more basic research. But since much of this research is of a proprietary nature, there are no good statistics concerning its extent.

Employment Opportunities

Transportation is labour intensive; about half of every revenue dollar received by a transportation company is used for employee salaries, wages and benefits. Since transportation is vital to so many sectors of the economy, it provides many good job opportunities. These vary from entry-level jobs such as a clerk, a truck driver or a maintenance apprentice to high-level jobs such as the manager of an airport, a steamship company or a transportation conglomerate. Some transportation jobs require personnel who are interested in accounting, finance or marketing; others require personnel skilled in labour relations , production management or computer systems. As transportation technology changes and as greater demands are made on Canada's transport systems, job opportunities will increase, particularly for trained, hardworking and innovative personnel.

• transportation

Further Reading

N.C. Bonsor, Transportation Economics; Theory and Canadian Policy (1984); H.L. Purdy, Transport Competition and Public Policy in Canada (1975); Karl M. Ruppenthal, Canada's Ports and Waterborne Trade (1983).

External Links

Transportation Safety Board of Canada

The website for the Transportation Safety Board of Canada.

Transport Canada

The website for Transport Canada provides information about national programs and regulations concerning Canada's multifaceted transportation system.

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Temporarily importing a vehicle that is registered and licensed in the United States

Canada Border Services Agency, June 4th, 2021

It has come to our attention that Canadian residents crossing into Canada have expressed confusion over the process for temporarily importing a vehicle that is registered and licensed in the United States (US) (i.e. US-plated vehicles). We would like to take this opportunity to provide further clarity regarding the current temporary importation of vehicle processes that are available to your members and how they will be applied at the border.

There are currently no restrictions that prevent Canadian residents from returning to Canada in a US-plated vehicle. However, depending on the temporary importation process used, the duty and tax implications, the timeframe on how long the vehicle can remain in Canada, and what the vehicle can be used for in Canada will differ.

There are two ways a resident of Canada can temporarily import a vehicle that is licensed and registered in the United States, which are:

• Chapter 87 of the Customs Tariff and in accordance with section 11.1 (h) of the Motor Vehicle Safety Regulations (MVSR); or,
• Temporary importation under Tariff item No. 9802.

For vehicles that are imported temporarily using section 11.1 (h) of the Motor Vehicle Safety Regulations , the client will be required to pay applicable duties and taxes at the time of import, which are non-refundable at the time of export. In addition, the client is required to have residence in Canada, a Canadian driver’s license, a pre-approved Transport Canada Temporary Vehicle Import System (TVIS) form, a completed Vehicle Import Form – Form 1 or a RIV e-Form 1, and supporting documentation to demonstrate valid ownership of the vehicle (e.g. licensing document or bill of sale). Vehicles being imported via Transport Canada’s MVSR 11.1(h) allowances must be Federal Motor Vehicle Safety Standards (FMVSS) certified and registered/licensed in the U.S.  The vehicle can be used in Canada and must be exported within the allowable timeframe as indicated by Transport Canada on the TVIS form. For additional information concerning Transport Canada’s requirements, you can refer to memorandum D19-12-1, Importation of Vehicles .

In order for a resident of Canada to temporarily import a vehicle that is licensed and registered in the United States under Tariff Item No. 9802.00.00 , they must meet any and all conditions of the Temporary Importation of Conveyances by Residents of Canada Regulations , particularly subsections 3(a), (c), (e) and (g). Temporary vehicle importations under this tariff are exempt from paying duties and taxes and must be exported within the allowable timeframe (i.e. within 30 days). While in Canada, the vehicle is to be used solely for the transportation of a resident and accompanying persons from the point of arrival in Canada directly to a specified destination in Canada and from the specified destination to a destination outside Canada.

After the maximum 30 day timeframe has expired, the Canadian resident must either export the vehicle from Canada (proof of exportation is required) or permanently import the vehicle into Canada (if admissible as per D19-12-1, Importation of Vehicles). Vehicles that are permanently imported into Canada require the payment of duties and taxes, registration in the Registrar of Imported Vehicles (RIV) program and will need to pass a Federal car inspection.

Only in exceptional circumstances, as specified in the Temporary Importation of Conveyances by Residents of Canada Regulations Temporary Importation of Conveyances by Residents of Canada Regulations , can the 30 day time limit be extended. It should also be noted that if a CBSA officer is not satisfied that the vehicle will be exported within the prescribed timelines, they have the authority under the Customs Act to refuse the temporary importation.

Travellers wishing to temporarily import their vehicle into Canada after February 12, 2021, may no longer claim travel restrictions due to COVID-19 as an emergency or unforeseen circumstance to avoid paying duties and taxes on their vehicle.

We would like to remind returning Canadians that they must follow testing and quarantine requirements to keep everyone safe. These measures are necessary for mitigating potential public health risks and reducing the incidence of foreign travel-related COVID-19 cases.

More information can be found here: https://travel.gc.ca/travel-covid/travel-restrictions/border .

Thank you for your understanding and cooperation.

Yours sincerely, Canada Border Services Agency

Within Canada and the United States Toll-free

1-800-461-9999

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