“Together with PF Collins International Trade Solutions, Robert Hardy of Hardy Fish Co Ltd., the Gander International Airport Authority, and Allied Aviation Services Company, we have been able to leverage close geographic proximity to the supply and Gander International Airport and build new infrastructure that delivered these premium products to global markets in record time.”

He also noted that partners such as Eastern Fish Markets and Happy Adventure Sea Products are world-class seafood processors that work with elite harvesters who are catching the highest quality lobsters in the world.

“We have demonstrated to our European customers that they will receive the highest quality product from us. Without Bob Hardy’s persistence, experience and encouragement, we would not have stayed with this project. His support was instrumental,” Roche said.

Whitecap would also like to recognize their partner and customers in Spain that have been instrumental in guiding the project.

While the project’s start was considered a success, Roche emphasized that the real work starts now.

“With our partners, Whitecap will quickly expand the species we can ship live and fresh and the destinations that we will service as a collective group. Timing could not be better given the recent large increase in Atlantic cod quotas, so this species will be a big part of our future shipments.”

Mark Wheaton, General Manager of Eastern Fish Markets, underscored the launch’s importance in shaping the province’s identity in the global seafood industry.

“It’s a milestone for the Newfoundland and Labrador Lobster fishery – the beginning of finally selling Newfoundland and Labrador Lobster as ‘Newfoundland and Labrador Lobster’ and not having our lobster branded as someone else’s once we sell it. To the harvesters that continue to support Eastern Fish Markets with Grade A quality lobster, my hat is off to every single one. Without this product, this could not have been possible.”

Eastern Fish Markets specialize in premium Newfoundland & Labrador wild lobster sourced from first-class harvesters who ensure superior quality.

“Our team of harvesters source these animals from the cold, clean waters of the North Atlantic, which are considered to be one of the healthiest ocean habitats in the world. We are committed to community values, animal welfare, and environmental sustainability, emphasizing careful handling of live harvest to maintain quality.”

Raymond Collins, President of PF Collins, stressed the importance of speed and precision in maintaining that quality.

“When global trade shifts overnight, the only solution is to move faster. This project gives our seafood exporters a direct runway to premium international markets. PF Collins is proud to support the logistics planning, aircraft bookings, and freight forwarding documentation that help get our province’s top-tier seafood into the hands of global buyers quickly and efficiently.”

Roche added that this project is a powerful example of how public and private sectors can work together to achieve a common goal. The project partners acknowledge the valuable advice and support of the Atlantic Canada Opportunities Agency, the Atlantic Fisheries Fund, the Department of Industry, Energy and Technology, and the Department of Fisheries, Forestry and Agriculture.

“Every participating partner played an essential role in turning this vision into reality, and the project stands as a model for future collaborations focused on sustainability, innovation, and economic growth,” he said.

While the inaugural flight was focused on lobster destined for the Spanish market, the broader strategy includes expansion into France, the United Kingdom, and eventually, high-value Asian markets like South Korea and Japan. This plan not only provides short-term protection for Newfoundland and Labrador’s seafood industry but also creates the opportunity for the province to establish long-lasting, resilient trade corridors for the years ahead. The consortium looks forward to delivering premium-quality, fresh North Atlantic cod from Newfoundland and Labrador to many customers across Europe this fall.

As the Gander seafood hub continues to evolve, the success of this pilot project marks the beginning of a new chapter – one where Newfoundland and Labrador seafood is no longer just ocean-harvested, but also runway-ready.

Check out an additional CBC Article covering the flight here!

The post Newfoundland & Labrador Seafood Takes Flight first appeared on PF Collins International Trade Solutions.

The Canadian Export Reporting System (CERS) is a self-service web portal that Canadian exporters use to report their exported goods to the Canada Border Services Agency (CBSA). 

CERS replaced the Canadian Automated Export Declaration System (CAED) on September 30, 2020. As a result, exporters (or their Customs Service Provider) must declare all exports electronically through CERS.

What CERS Means for Exporters

CERS offers exporters and their service providers a secure, web-based portal to submit export documents electronically to the CBSA. It includes the same data elements as CAED but offers enhanced features, including:

Online Accessibility & Exporting Efficiencies

Unlike CAED, CERS is web-based with no software to download. It is accessible 24/7 from any computer with an internet connection (CERS Technical Requirements).

The move to a fully electronic system and 24/7 availability means a more efficient export reporting process. As a result, businesses can free up time and resources spent on export documentation and focus on their core operations.

Data Validation and Submission History

CERS allows exporters to validate their export declarations prior to transmitting them to the CBSA. It also provides access to your submission history (back to December 1, 2017) and offers easy access to online help and reference materials.

Electronic Summary Reporting

Before CERS, Summary Reporting Program (SRP) participants had to create and transmit summary reports to Statistics Canada using electronic file transfer.

You may now create and submit Summary Reports electronically by using the CERS Portal online form or uploading an Excel Spreadsheet.

Bulk Uploading

CERS offers a bulk upload feature allowing businesses to upload, review, and submit multiple export declarations to the CBSA.

How to Register for CERS

There are three ways exporters can register to CERS:

1. Register through PF Collins

Exporters who use a Customs Service Provider (like PF Collins) to manage their export transactions can complete form BSF831 and then forward it to PF Collins at shipment@pfcollins.com for submission to CBSA.

Upon successful submission, CBSA will link us to your Business Account. Your will receive notification of the linked account and we will then be able to manage your export activity on your behalf.

2. Current CAED and SRP Users

CBSA has developed an onboarding schedule to help current CAED and SRP participants transition to CERS.

A CERS Portal Business Account is automatically issued to businesses that have used CAED or SRP from December 1, 2017 to December 1, 2019. You should receive a letter from the CBSA with instructions to activate your CERS account during the onboarding event.

If you have not received your activation instructions, email CBSA CERS Inquiries.

Note: Exporters using the G7 EDI to submit export declarations (and only plan on using this system) do not need to use the CERS portal.

3. New Exporters

Businesses who have not previously exported or have not used the CAED or SRP systems from December 1, 2017 to December 1, 2019 must register for CERS by completing form BSF831 and emailing it to the CBSA Export Program.

CBSA will then send you a letter with instructions to activate your CERS Business Account.

Visit CBSA’s Get Started with Electronic Export Declarations for more information on registration.

Getting Started with CERS

To complete activation of your CERS Business Account, you will need to ensure you have an active Canadian exporter account. You will also need to decide who will manage your account and export activity on your behalf, and what features they will be able to access.

1. Confirm your Export Account is Active

Before activating your CERS Business Account, we recommend ensuring your Export Account with the Canada Revenue Agency (CRA) is active. To do this, contact the CRA’s Business Window at 1-800-959-5525.

If you are a new exporter, you will need an Import/Export account. Import/Export accounts are identified by a company’s unique 15-digit Business Number, followed by a two-letter business account ‘RM’ (e.g. 123456789RM0001). Import/Export account numbers are entered on documents submitted to CBSA for customs clearance and are only used when importing or exporting.

To register for a Business Number or add an import/export account to an existing Business Number:

• Contact the CRA’s Business Window at 1-800-959-5525, or;
• Register online using the Business Registration Online (BRO)

2. Designate a Portal Account Owner

Once your Import/Export account is active, you will need to designate an Account Owner. The Account Owner is an individual within your company who is responsible for activating your CERS Business account. They will also assign additional users within your company.

If your business has multiple Import/Export RM accounts, then each RM account will require a business account owner and activation.

Note: Exporters using a Customs Service Provider (like PF Collins) only need to contact CRA to confirm their export account is active. We can then assist in registering and managing your export activity on your behalf.

3. Obtain GCKeys for Designated Users

Once you have identified your Portal Account Owner and other key users within your organization, they will require login credentials. To login to the CERS Portal, each user must obtain their own GCKey or login through a Sign-In Partner:

• A GCKey is a unique, electronic credential issued by the Government of Canada that allows you to securely access online government services, called Enabled Services.
• Sign-In Partners are private sector financial institutions that allow you to login to Government of Canada online services using your existing online credentials (e.g. bank card numbers or usernames/passwords).

Information & Resources

To further clarify and assist with registration and use of the CERS portal, CBSA has provided several resources:

• Get Started with Electronic Export Declarations
• Quick Reference Guide to the Canadian Export Reporting System
• CERS Client Support and Contact Information
• Electronic Commerce Client Requirements Document (ECCRD)

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What are the Benefits of Using Incoterms?

When shipping products or equipment internationally there are many activities and costs along the way that either the seller or the buyer are responsible for. Unless specified in a contract of sale, the points at which each party is liable may be unclear or open for misinterpretation.

Incoterms clearly identifies the points at which liability for transportation, risk, and cost transfers from the seller to the buyer

For example, you are a Canadian business purchasing products or equipment from company in Europe. You agree on a purchase price and payment terms. But when negotiating your sales contract, did you determine who is responsible for:

• Arranging the transportation of the products from Europe to Canada?
• Submitting documents for export clearance and paying the associated fees?
• Loading the goods onto the cargo ship?
• Arranging and paying for cargo insurance on your shipment?
• Customs clearance for the import of the products into Canada?
• Delivery of your products to your warehouse or project site?

Each of these points in the shipping journey have associated costs and risks. By incorporating Incoterms into your sales contracts, you answer these questions and each party understands their responsibilities. Including Incoterms in your sales contracts provides many benefits:

• Better planning for both buyer and seller
• Faster delivery of the goods to the buyer and payment to the seller
• A healthy business relationship between the buyer and seller
• Avoidance of disputes and misunderstandings (and the potential for increased costs)

How Incoterms Work

Incoterms 2020 includes 11 terms divided into two groups according to method of transport:

1. Seven terms are applicable to Any Mode of Transport/Multimodal (e.g. containerized goods)
2. Four terms are applicable to Sea and Inland Waterway Transport (e.g. bulk/non-containerized goods)

Each Incoterms rule indicates each party’s responsibilities and point at which risk transfers from the seller to the buyer.

The term selected should be appropriate for the goods and method of transportation and should clearly state whether the parties want to include additional responsibilities (e.g. arranging insurance coverage).

To incorporate Incoterms into your contract of sale:

1. Choose the appropriate rule
2. Specify your place or port of delivery as specific as possible
3. Specify the version of Incoterms you are using

For example:

Note: You may still use previous versions of Incoterms (e.g. 2010). However, you should always indicate the version you are using to avoid uncertainty. Remember! Incoterms do not define every aspect of the transaction. Any other instructions that modify or clarify the terms can be written into the contract of sale.

Let us help you select the best Incoterms for your shipments

Contact Us

Overview of the 11 Incoterms

Click to Enlarge

Rules for Any Mode of Transport/Multimodal

1. Ex Works (EXW)

Ex Works provides the absolute minimum obligation and risk to the seller and the highest to the buyer. The buyer bears all risks and costs as soon as he collects the goods at the seller’s location. The seller must only make the goods available to the buyer (the seller does not even have to load the goods onto the buyer’s truck!).

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2. Free Carrier (FCA)

Under FCA, the buyer arranges and pays for transport and the seller delivers the goods (export-cleared) to the buyer’s chosen carrier. The seller’s responsibilities end when either of the following occur:

1. When the goods are loaded onto the buyer’s truck at the seller’s premises; or
2. When they are placed at the buyer’s disposal (unloaded) at a cargo terminal named by the buyer.

The buyer then assumes all risks and costs associated with the delivery of the goods to destination.

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3. Carriage Paid To (CPT)

The seller is responsible for export clearance and arranging pre-carriage and international transportation to the named place of destination. However, they are not responsible for insurance on the goods. Under CPT there are two critical transfer points:

1. The point where the seller arranges and pays for carriage
2. The point where risk transfers from the seller to the buyer

In addition to the onward transport and customs clearance at destination, the buyer is responsible for insurance and bears all risk once the goods have been handed to the international carrier at the port of origin.

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4. Carriage and Insurance Paid To (CIP)

Similar to CPT, the seller is responsible for export clearance and arranging transport to the named place of destination. The buyer still bears all risk once the goods have been handed over to the international carrier, however the seller is now responsible for insurance coverage.

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5. Delivered at Place (DAP)

Under DAP, the seller arranges and bears all the costs and risks associated with export clearance and delivering the goods to the named place of destination ready for unloading. The buyer is responsible for customs clearance and offloading.

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6. Delivered at Place Unloaded (DPU)

A new Incoterms 2020 rule, DAP replaces Delivered at Terminal (DAT) to recognize that delivery of goods may take place somewhere other than a cargo terminal. The seller is responsible for all transport, risk, and cost and unloading the goods at the destination with the exception of import clearance.

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7. Delivered Duty Paid (DDP)

This term exposes the seller to the highest risk and costs and is the absolute lowest obligation and risk for the buyer. The seller is responsible for transport, risk, and costs and unloading the goods at the destination. It is also the only term in which the seller arranges for customs clearance and pays import duties.

Note: The DDP term does not cover Goods and Services Tax (GST). A separate clause on the invoice should indicate the party responsible for payment of GST.

DDP sounds appealing for the buyer, however, they have little control of the type of transport selected, delays, and duties/taxes, contributing to additional transport or duty/tax costs.

Rules for Sea and Inland Waterway Transport

1. Free Alongside Ship (FAS)

The seller clears the goods for export and delivers the goods when they are placed alongside the cargo ship selected by the buyer at the named port of loading. The buyer is then responsible for loading the goods onto the ship and all transport, costs, and risks from that point forward.

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2. Free on Board (FOB)

The seller is responsible for clearing the goods for export, delivering them to the port of shipment, and loading them on board the ship. Once the goods are on board, costs and risks transfer to the buyer.

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3. Cost and Freight (CFR)

The seller clears the goods for export and delivers the goods when they are onboard the ship. They are responsible for the costs of transport to the named port of destination. However, the buyer is responsible for the goods as soon as they are loaded onto the ship at the port of origin.

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4. Cost, Insurance and Freight (CFR)

Similar to CFR, except now the seller must also arrange and pay for minimum insurance coverage. They clear the goods for export and deliver the goods when they are onboard the ship. They are responsible for the costs of export clearance, transport, and insurance coverage to the named port of destination. The buyer is responsible for the goods when they are loaded onto the ship at the port of origin.

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There are two ways to handle these importations under current regulations:

1. Memorandum D17-1-4 – Known Short Shipment (Paragraphs 103-108)
2. Memorandum D13-3-10 – Split Shipments

Applying the correct procedure will ensure you pay the minimum amount of duties while remaining compliant with import legislation. It will also save you the time of creating breakdowns of values in relation to every sub-component — all that is required is a packing list detailing the items within each load at time of clearance.

The following are examples of the types of commodities that may be affected:

• Cranes & hoists
• Ski lifts
• Assembly line
• Oil rigs
• Lot purchase
• Prefabricated buildings
• Large systems or machinery

The post Importing Large Equipment in Multiple Loads? first appeared on PF Collins International Trade Solutions.

To improve maritime safety and mitigate risks to the safety and security of the crew, ship, and cargo, the International Maritime Organization (IMO) recently adopted amendments to the International Convention of the Safety of Life at Sea (SOLAS) requiring mandatory weight verification for packed containers being loaded onto vessels. Effective July 1, 2016, all shippers must provide the Verified Gross Mass (VGM) of packed containers to ocean carriers prior to loading. Without the VGM provided on a signed shipping document, carriers and terminals will not be allowed to load the containers.

International Maritime Organization (IMO)

The International Maritime Organization (IMO) sets the global standards for the safety and security of the international shipping industry. Its mandate is to provide a regulatory framework that covers all aspects of international shipping, including the stability and safe operations of ships as well as the safe handling, packing and transport of containers. Investigations into several major maritime accidents over the past decade have determined that overweight containers played a key role in the incidents.

Overview of SOLAS Verified Gross Mass (VGM) Guidelines

The following provides a brief overview of the SOLAS VGM guidelines:

• VGM requirements come into effect on July 1, 2016.
• The shipper named on the Ocean Bill of Lading is responsible for submitting the VGM
• The VGM must be verified by signature of an authorized representative of the shipper
• Equipment used to calculate the VGM must meet national certification and calibration standards
• Estimating weight is not permitted
• Ocean carriers/terminals will not load containers without the VGM
• Enforcement of VGM rules falls under the aegis of local governmental agencies responsible for maritime affairs (e.g. Transport Canada)

Calculating the VGM

SOLAS guidelines provide two methods for calculating the VGM:

Method 1: Weighing the Packed Container

After packing and sealing a container the shipper may weigh the container or arrange for a third party to weigh the packed container.

Method 2: Calculating Cargo + Dunnage + Tare

The shipper (or third party arranged by the shipper) may weigh all packages and cargo items, including the mass of pallets, dunnage and other packing and securing material to be packed in the container, and add the tare mass of the container to the sum of the single masses of the container’s contents.

For More Information

Transport Canada has issued a Ship Safety Bulletin regarding the new VGM regulations and published the Canadian Procedure for Obtaining the Verified Gross Mass of Packed Containers as Required by SOLAS VI/2.

PF Collins is working closely with governmental agencies, carriers, and our global supply network to ensure compliant implementation of the SOLAS guidelines and to ensure our clients remain informed of further developments.

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